Our cars
Executive state of change
More time behind the wheel crystalizes our thoughts about the i5.
Martyn Collins
It says something about BMW’s success in normalising EVs, that I found myself paying more attention to an ICE-engined new 5 in a local car park, a 520i in fact. I even took a picture of it, as it was the first one I’d seen on the road! Afterwards, it had me thinking how the executive and electric market has changed in a relatively short time.
Before the pandemic, I’d have probably been doing the same for an i5, marvelling at the fact it was an EV, with the 520 or latterly the 530e the fleet norm. The i5 is still a relatively new car – it was launched in October last year, and to date I’ve only seen a few on the roads, and now just the one Five Series.
March was back to relative normality with the i5, with it carrying me to various meetings and events. As such, this BMW’s navigation, which uses the latest iDrive software, came in handy. Problems with the rotary controller that I mentioned in the last report haven’t reoccurred thankfully, and I’ve felt confident enough to use voice control too, also with very satisfactory results.
I’ve also found the prompts to clean the rear camera (which was helpful as
BMW i5 eDrive 40 M
Sport Pro P11D price £76,200 As tested £94,375 Official range 362 miles Our average consumption 2.6 miles/ kWh Mileage 3136 miles
Why we’re running it
To see if the all-electric BMW i5 can revitalise the executive class.
it was dirty!), and to turn off the rather over-zealous speed warning intuitive, too. BMW really is at the top of its game here. After my discussion about the i5’s ride and big wheels in my last report, I must admit that I remain conflicted. Most of the time, despite the 21in wheels, it impresses at how comfortable, composed, and agile it is. Then, on a recent trip, I pushed this BMW harder, and there seemed to be more roll and float than I remember. I’m going to check the tyre pressures in the first instance and keep an eye on how the i5 drives.
Talking about the drive, the first time I drove the i5, I pondered the usefulness of the single left-hand paddle on the steering column, which operates the ‘Boost function.’ What does the ‘Boost function do, I hear you ask? Well, if you pull it, it gives you an extra 22lb ft of torque, for 10 seconds, making this BMW feel far more able than normal. Anyway, I’ve changed my opinion, as the more I’ve driven the i5, the more I’ve found it really useful – especially when overtaking. I also find it puts a smile on my face.
On the move, while the i5 hasn’t been any more efficient, now the weather is getting warmer 250 mile+ charges are a reality – and this figure is trustworthy. With nearly 700 miles covered in the past month, and despite our i5’s Brooklyn Grey paint doing a valiant job hiding most road
muck, I managed to find time between the spring showers to give this BMW a well- deserved clean. I still believe it’s one of the German brand’s best-looking current designs. Although in my view, the alloy wheel design is too fussy and therefore difficult to clean. However, it was while cleaning said wheels that I noticed how BMW manages to hide the visual bulk that hinders many other EVs. Hidden under the
i5’s floor, the extra height the battery pack adds is cleverly hidden by the lower cut- out and chunkier side sills.
You notice the extra height inside too, as even in its lowest setting, the seat and driving position doesn’t feel as low as you could get it in the previous G30 saloon. Ah well, that’s progress I suppose, and it doesn’t stop the i5 still being a great executive EV in my opinion.
www.businesscar.co.uk | March 2024 | 43
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