Written by Alan Taylor-Jones Updated: 30 May 2024

Overview

The trusty wagon might play second fiddle to the SUV when it comes to family transport these days, but the electric estate class is still expanding. One of the priciest and poshest options out there is this, the BMW i5 Touring.  

It’s a more practical alternative to the Porsche Taycan Sport Turismo, if not as useful as the Volkswagen ID.7 Tourer. Its closest competition will arguably be the all-electric Audi A6 Avant that’s due later in 2024. Although not available as an all-electric model, the Mercedes E-Class Estate has even more space if you stick to regular petrol and diesel models. 

Currently there are two versions of the i5 available. The sensible choice is the eDrive40 with its single motor delivering 340hp to the rear wheels for 0-62mph in 6.1-seconds. Range is up to 348 miles according to WLTP figures. If you want more, there’s the M60 which adds another motor to power the front wheels. In total, it gets 601hp for 0-62mph in 3.9-seconds with range dropping to 314 miles. 

What’s it like inside?  

Let’s start with the important bit. The i5 Touring gets a good, square 570-litre boot that’s the same size as the 5 Series Touring’s. It comes with a 40/20/40 split folding rear seat with easily accessible handles on the boot walls. Under-floor storage is shallow with not enough space to sling your charging cable, nicking a few litres of capacity. There’s no loading lip, so sliding in longer items should be easy. If you’re hoping for a return of the opening tailgate window, unfortunately this handy feature has been axed. 

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Space in the back is better than you’ll find in the i5 saloon on account of the longer roof. Rear headroom is noticeably improved, and you still get plenty of legroom, so four six-foot adults will be happy enough. Introduce a fifth and the sizeable hump in the rear floor can start to cause issues for the central passenger, while some might like a bit more space for feet under the front seats. 

As for those sat up front, there’s very little to complain about. Quality impresses on entry-level models, while an optioned-up i5 Touring feels positively luxurious inside. Almost all of the plastics have a soft-touch finish, and the ‘vegan’ leather feels supple and inviting. Overall, it feels a step up from a Mercedes EQE and runs a Porsche Taycan Sport Turismo close. 

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It’s not perfect, though. While you can configure various tiles and displays in the i5’s infotainment, the long list of icons in the main menus aren’t something you want to be scrolling through when you’re driving, and there are no physical heater controls. You can use touch, voice or a traditional iDrive rotary dial to control the 14.9-inch curved screen. Its graphics are sharp and responses fast, with loads of features including games to pass the time while you’re charging. 

Comfort  

Even the standard seats have plenty of adjustment and prove comfortable over long distances, although it’s a bit stingy that adjustable lumbar support is an option. Fancier seats available add ventilation to the heating function of the regular seats and provide adjustable bolsters amongst other features.

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They’re only available with the Comfort Plus pack, although this does add four rather than two-zone climate control, keyless entry (sadly only on the front doors), a heated steering wheel and heated rear seats. Regardless of seat, a bit more side support would be welcome, at least if you’ve opted for an M60. 

Safety  

The safety experts at Euro NCAP tested the i5 late in 2023, giving it the top five-star rating. That said, the i5’s individual scores aren’t quite as high as the Mercedes EQE or even the cheaper Volkswagen ID.7’s.  

The i5 features a good level of standard safety equipment, most of which isn’t too invasive. You get a tyre pressure monitoring system, lane departure warning, rear cross-traffic alert and an automatic emergency braking system for the front and rear of the car. Turning off the lane keep assist and speed limit warning is done in a screen easily accessed by a shortcut icon next to the iDrive controller. 

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However, BMW likes to bundle its technology into option packs and charge its customers extra for them. So, if you splash out on BMW’s Drive Assistant Professional package, you’ll gain a traffic jam assist function that can stop and start the car, a function that can point out pedestrians and cyclists during turns and a semi-autonomous lane-change system. 

What’s it like to drive?  

No i5 Touring drives badly, although it’s at its best with a few option boxes ticked. Adaptive suspension with rear-wheel steering is available as an option on M Sport versions of the eDrive40, the shocks helping control the substantial bulk of the i5 when cornering and providing a more comfortable ride when you’re not.  

The rear-steer makes low-speed manoeuvres easier and boosts agility without making the car feel nervous like Mercedes’ systems. While it is precise and possess natural weighting, you won’t feel many messages filtering up from the front tyres to the steering wheel’s rim regardless of model. 

Opt for an M60 and you can tick the box for M Adaptive Suspension Pro. This adds active roll control to the i5’s tool belt, helping it remain more level in bends. With this system fitted, you get an exceedingly comfortable ride that’s still perfectly liveable in Sport mode and feeling of greater agility in the bends. It helps a great deal, but you are still aware of the car’s bulk during fast direction changes and under heavy braking. 

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On paper the M60 looks a bit slow compared to the AMG EQE and especially the Tesla Model S Plaid. In reality, the M60 is still an exceptionally rapid car that still builds speed relentlessly as you approach and pass 70mph. Traction off the line is great, and the electronics are subtle in their intervention if you get too greedy with the throttle. The eDrive40 isn’t anything like as quick, but it’s still effortlessly rapid up to motorway speeds. 

Dial the stability control back, and it’s possible to enjoy the inherent balance of the i5 Touring whether you’re in a 40 or a 60. 

Range and charging

As we mentioned in the intro, the eDrive40 covers a maximum of 348 miles in the WLTP test cycle and the M60 314 thanks to an 81.2kWh battery. Bear in mind these are figures for cars with no options or bigger wheels, so a highly specced car won’t go as far. A quick play with BMW’s configurator should allow you to see the impact each option or pack has. 

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Don’t expect to get too near those figures, especially if you’re enjoying the performance. In the real world, with a higher proportion of motorway driving, expect to knock at least 50 miles off both of those figures. It does charge very quickly, though, with a maximum rate of 205kW at a rapid charger – good for a 30 minute 10-80% time. 

On a typical home wallbox, expect a 13-hour charge time, with this dropping to eight and a quarter hours at 11kW. 

What models and trims are available?  

Sport Edition kicks off the i5 range and comes with 19-inch alloy wheels, two-zone climate control, LED front and rear lights, an electric tailgate, sat nav, a wireless charging tray, all-round parking sensors and a rear camera. M Sport gives you a more aggressive look with different bumpers, alloy wheels and a sportier feel to the interior. 

The M60 sits at the top of the range but doesn’t get a great deal more additional equipment. On all versions of the i5 Touring, the options list is long and expensive. We’d recommend at least one of the Comfort packs to add a little luxury to your life.