The BMW i5 reveals its strengths gradually. First impressions centre on easy performance, a well-finished cabin and how manageable it feels from the driver’s seat despite its size.
Spend a few days with it, though, and another quality stands out: it uses electricity more sparingly than its size might suggest.
That is where the locally assembled i5 eDrive40 M Sport Pro differs from simply being a cheaper version of what came before. BMW has updated its fifth-generation eDrive system with a silicon-carbide converter, revised battery and thermal management, adaptive energy recuperation and an intelligent heat pump.
BMW quotes 17.9kWh/100km. Over three days, our test car covered nearly 400km and returned 18.6kWh/100km, with roughly 70% highway and 30% urban driving.
Most of it was done in Efficient mode, although we dipped into Sport and the other My Modes often enough to see what changed. That was close enough to BMW’s official figure to get our attention.
Official WLTP range is 513km to 627km from the 83.9kWh battery. Charging reaches 22kW AC and 205kW DC, while BMW says 10 minutes at a sufficiently powerful charger can add up to 157km under its test conditions.
Modes of play
Our car had seven My Modes. Personal provides the everyday setting, Sport sharpens the car and Efficient concentrates on saving energy. The latter also provides access to Max Range when preserving charge takes priority over some comfort functions.
The other four — Relax, Expressive, Digital Art and Silent — focus more on atmosphere, changing combinations of displays, cabin lighting and sound. They are better regarded as cabin moods than separate driving personalities.
Sport brings out the familiar BMW character. The rear motor produces up to 250kW, or 340PS, and 430Nm, with 0–100kph taking 6.0 seconds. Pull the Boost paddle and maximum performance is available briefly, handy for overtaking.
Straight-line speed is hardly difficult for an EV. What stands out more is how the i5 rides and handles.
Adaptive Suspension Professional takes the edge off rumble strips and rough surfaces without leaving the body bobbing afterwards. The i5 settles quickly through faster bends, while Integral Active Steering makes this sizeable sedan easier to park and thread through tight turns.
Its 20-inch Pirelli P Zero tyres are staggered, with wider 275-section rubber at the rear. Grip is ample without making the car feel cumbersome.
The exterior is restrained. A long bonnet, rearward-set cabin and short overhangs retain traditional BMW sedan proportions and disguise just how large the latest 5 Series has become.
It looks modern, if hardly unforgettable. We could also live without the illuminated kidney grille surround, which draws more attention to itself after dark than necessary.
Inside, Merino leather, four-zone climate control, a panoramic glass roof, head-up display and the 17-speaker, 655W Bowers & Wilkins system are standard.
Driving Assistant Professional and Parking Assistant Plus add adaptive cruise control, lane and cross-traffic assistance, reversing assistance and surround-view cameras.
BMW’s Curved Display is crisp, but the infotainment system is busy, with around 40 apps to explore.
Not without trade-offs
The front accommodation leaves little to complain about. In the rear, taller occupants sit with their legs slightly higher than ideal because of the battery beneath the floor. A 165cm passenger who spent around three hours there nevertheless reported good thigh support and ample room.
The 490-litre boot is practical but relatively shallow, and there is no frunk. These are the clearest signs that the i5 shares its architecture with combustion-engined and hybrid 5 Series models rather than sitting on a dedicated EV platform.
Put another way, it feels like a car that was forced to be an EV, rather than one that was born to be one. BMW’s engineers have made that compromise difficult to notice from behind the wheel, but the packaging still gives the game away.
Local assembly changes the value equation. At RM368,800 on the road without insurance, the i5 eDrive40 M Sport Pro is around RM31,000 below the imported car’s 2024 price. BMW asks RM392,300 with its Service & Repair Inclusive package.
It is also the first fully electric BMW assembled in Malaysia and, according to BMW Group Malaysia, the first locally assembled fully electric BMW in the Asia-Pacific region.
What CKD gets right
More important is what local assembly has not stripped away. The CKD car retains key chassis and driver-assistance hardware, while Merino leather and other premium cabin features remain part of the package. The eDrive system, meanwhile, has been updated for better efficiency.
The packaging remains the main qualification, but CKD has improved the i5 without making it feel pared back. The Malaysian-built car is simply a more complete version of the one that came before.
What’s Hot
- Good real-world efficiency
- Balanced ride and handling
- Generous equipment
What’s Not
- Rear packaging could be better
- Busy infotainment
- Illuminated grille is an acquired taste
