When I received the task of evaluating the BMW i5, my thoughts immediately flashed back to 9 to 10 years ago, when I first drove a BMW, or rather, a BMW electric vehicle, which was the BMW i3.

It was that i3, which was priced at 400,000 to 500,000 yuan at the time, with a carbon fiber body and a range of just over 200 kilometers. Back then, electric vehicles were not popular at all, there were not many electric vehicles for sale in the country, and the typical range was just claimed to be 300km.

Additionally, another "electric" BMW I have driven is the BMW i8 sports car from around the same period, but it has been so long that I can't remember what the experience was like.

In the past, BMW's interior quality was perceived to be significantly inferior compared to that of Mercedes-Benz or other luxury models at the same level. Even the i8, which cost over a million or two million yuan at the time, felt like sitting in a car worth just over 200,000 yuan, or even less.When I got my hands on the BMW i5 this time, the first impression upon entering the car was that "BMW is not quite the same as before." I felt that the overall interior atmosphere was much more comfortable to look at, with less of a plastic feel than before, and it no longer seemed so cheap. The colors and textures were quite good overall, with a light blue tone — after all, it's a car that costs around 400,000 yuan today, and it needs to match the mainstream perception of luxury.

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Upon sitting inside, the first thing I noticed was the large steering wheel in front of me. The steering wheel is quite thick, with a nice grip, which suits my big hands well, and it also has a "BOOST" mode paddle on it.

The seats are generally wide and thick, with good wrapping around the four seats. There is support structure on the sides to prevent too much sliding from side to side while driving, and the touch is relatively soft.The driver's seat has adjustments for front and back, up and down, backrest, and lumbar support, providing a relatively comfortable sitting position. Both the driver and passenger seats are equipped with ventilation and heating, featuring 3-stage internal suction ventilation. However, I find that the noise at levels 2 and 3 might be a bit loud. Initially, I wanted to adjust the air outlet angle for the air conditioning but couldn't find the option on the central control screen for a while, thinking it was automatically adjusted. Later, I suddenly noticed a few "snake skin pattern"-like small objects below the dashboard, which turned out to be the adjustment levers for the air conditioning vents, quite an interesting feature.

The door handles are designed with a semi-hidden style, which is much more convenient to operate than the currently popular hidden door handles and relatively safer in case of situations, which is quite good.

However, after experiencing it slowly, I found that BMW does have some areas where the attention to small details is indeed insufficient.

Firstly, I feel that the texture of the buttons is somewhat lacking. The operation force of the buttons on the central control, steering wheel, sunshade, etc., is a bit too strong, especially the sunshade buttons and the buttons in the central control area. The sound of pressing is not to my liking, with a "clang clang clang" that is not very pleasant to the ear.There are also issues similar to the four-door interior handles, where part of the internal structure is exposed when viewed straight on, and there is a "rat hole." When adjusting the seat up and down and the backrest, the working noise is indeed a bit loud, and the "whirring" sound does not seem very high-end.

After opening the front hood, it appears quite neat due to a large cover plate. However, once the cover plate is removed, the empty front compartment and messy pipes, due to the rear-wheel drive layout, no longer provide the visual "enjoyment" that used to be filled with the engine and transmission. I think it might be better to organize the pipes to create a front trunk, and one can directly see from the front compartment that a part of the power battery has extended to the front subframe.

Many people criticize the lack of intelligence in some joint venture car companies. The BMW i5 does have L2-level assisted driving capabilities, including full-speed adaptive cruise control. I used it during city traffic jams, and the automatic following and stopping do indeed reduce the fatigue of daily driving.

This car has an AEB (Automatic Emergency Braking) feature. I deliberately approached a slow electric scooter on the side of the road on a mountain road. The AEB warned and intervened in braking about 1.5 meters away from the scooter, which I think is quite good. It's not overly sensitive to the point of affecting driving. When I step on the accelerator again, the vehicle can respond promptly to the driver's operation without competing for control with the driver.

However, in terms of the smart cockpit, it does fall a bit short compared to independent/new force models. The voice control recognition rate is low, and after using it a few times, I decided to do it manually, as there aren't many things that can be controlled anyway.

But to be honest, I believe that no matter how many such issues there are, they cannot be considered flaws on a BMW. "Drive a BMW, ride in a Mercedes" is an affirmation of BMW's driving experience. People who truly like the BMW brand, apart from the brand value, must value the mechanical quality and driving quality more.Previously, when I was working with a foreign tuning expert on chassis tuning, he expressed a viewpoint: "The BMW of today is no longer the same as before—cheap BMWs are no longer as enjoyable to drive as they used to be; to get a good driving experience, one has to pay more." So, how does this electric BMW perform on the road?

01

Performance in terms of power and drivability

The BMW i5 comes with a single rear-wheel drive electric motor configuration, with a motor power of 210kW and a peak torque of 410Nm. From the actual experience, it is entirely sufficient. Overall, it has strong acceleration capabilities at medium and low speeds, with relatively weaker performance at high speeds.

Using the most power-conserving mode, for the initial acceleration, whether it's with a light or heavy throttle, I believe it is adequate for such a large vehicle, and the sense of acceleration is quite good. When switching to sport mode or activating the "BOOST" mode, there will be a noticeable change in power output, with a stronger instantaneous acceleration capability. It even feels stronger at the moment of launch than the AITO 12, which is claimed to accelerate in 3 seconds, that I have driven before. In the past, a strong sense of acceleration might be described as "like being kicked," but with the BMW i5 in these two modes, it feels like "being kicked hard."The BMW i5's excitation motor, in terms of power output, has a lower power burst speed compared to permanent magnet and induction motors, with a wide continuous speed range. This also explains why the acceleration sensation is very strong at the moment of starting.

Overall, the BMW i5 gives a feeling of light acceleration. A light touch on the accelerator pedal provides good acceleration capabilities, while a heavy foot can unleash a wild ride. Whether in the city or on mountain roads, it can handle well, with a very timely response in power output, and very little delay.

However, this characteristic of power output can affect the driving smoothness in sport mode or "BOOST" mode. There will be a noticeable impact when tip-in and tip-out, but fortunately, BMW should have taken some anti-impact measures in the motor and transmission system. At this time, although the impact can be felt, the feeling of impact is buffered rather than a hard impact.

From the official BMW data, the vehicle's acceleration gradient during tip-in is almost a straight line, without delay, and the acceleration decreases quickly during tip-out, which corresponds to the subjective feeling, and this is the reason for the impact.

For this situation, I think that if the MAP of the accelerator pedal could be adjusted slightly, making the initial power output a bit softer, it might be better for driving performance, and it would also be beneficial for the durability of the motor suspension. The current power output will also exacerbate dissatisfaction with the mid-to-late acceleration performance.Braking Performance

The overall impression of the braking system is that it is well-tuned. Under light braking, the free travel of the brake pedal is moderate, and the pedal force is comfortable, with a response that is neither overly sensitive nor unresponsive, and the linearity of braking is also good.

Under moderate and heavy braking, the pedal travel is appropriate, and the pedal force is comfortable, providing the right amount of feedback. The stability of the vehicle when the ABS (Anti-lock Braking System) intervenes is also very good, although there is a slight sensation of ABS adjustment. The brake pedal does not exhibit any noticeable noise, strange sounds, or vibrations.

The only issue is that when coming to a complete stop, the brake system emits a "squeak" sound, which occurs regardless of how the braking force is controlled or the foot technique used. Additionally, there is a slightly noticeable forward and backward lurch of the vehicle at the moment of stopping, which affects the comfort of braking. However, the control of braking pitch and dive is very well managed.Additionally, regarding energy recovery, when I use weak energy recovery, the linearity of the recovery intervention is very good, and there is no particularly abrupt feeling. The driver's experience of accelerating and releasing the throttle feels very natural. Coupled with good pitch suppression, the interior rarely feels the uncomfortable sensation often associated with electric vehicles.

03

Steering Performance

The steering has two modes: sport and comfort. Regardless of the mode, the overall hand force is slightly light. At low speeds or when parked, there is not much difference in the steering feel between the two modes. At medium to high speeds or during corners, there is a slight difference, but overall, the distinction is not significant. I estimate that BMW is aiming to create a relaxed atmosphere without making too obvious a distinction, and there is no particularly sporty feeling.

At low speeds, I find the steering's self-centering performance to be fine. The self-centering speed is moderate, and the return is smooth and even. During the self-centering process, the vehicle control is stable, with no noticeable swaying sensation. The maneuverability of such a large vehicle is quite good, with the total number of steering wheel turns being around 2.4 turns, which is at a normal level. The turning radius, subjectively, does not feel large for a vehicle over 5 meters in length.Regarding steering response, the vehicle's response window in the center area (also known as the steering dead band) is not large, and the response to steering inputs is quite adequate. With small angle inputs, the vehicle exhibits a good yaw response, not appearing overly "nervous" or as unresponsive as many larger vehicles. The response linearity is quite good.

The control of initial roll is quite good, with both the speed and magnitude of the roll being well-managed, avoiding any sudden, large roll that could cause discomfort. The connection between the steering wheel and the wheels does not have the sensation of stretching a rubber band; the steering feels direct and effective, with good directional accuracy.

When performing larger lateral acceleration turns, the roll control is slightly less effective than the initial roll control, with a slightly increased roll and a minor excess of oscillation in the roll control. However, for an executive-level sedan, I believe this is acceptable, as such maneuvers are not typically encountered under normal conditions. Even if they do occur, the vehicle can still manage them well enough without any significant issues.

During mountain road driving, under both steering assist modes, the steering response is sufficient, with no noticeable lag. The build-up of steering force is not steep, and there is some hand force feedback based on steering inputs and road surface changes, although admittedly the feedback is not very substantial. As mentioned earlier, the overall hand force is relatively light.

Overall, during mountain road driving, the steering control, directional accuracy, and confidence it instills are all quite good, encouraging one to drive at a relatively fast pace on the mountain roads. Moreover, while driving in the mountains, one does not feel like they are driving a car that is over 5 meters long; the vehicle remains agile.Considering the "irritable" power output at the initial stage of the BMW i5, there is no torque steer phenomenon during rapid acceleration, nor are there other steering interference issues. However, when parking, turning on the spot, and making large angles, there will be a "cooing" noise from the front suspension, which may lead to complaints from users who are concerned about this aspect.

04

Handling Stability

BMW has always been perceived as a "driver's car," but to be honest, this i5, when compared to previous BMWs, lacks the sharpness of the past.

There is no obvious issue with straight-line driving stability; the pitch of the car during acceleration and deceleration is minimal, resulting in good pitch control. In terms of cornering stability, it gives a neutral steering feel. When performing actions such as acceleration and deceleration in corners that change the motion state, the vehicle's stability is excellent, not making one feel unstable, and the timing for understeering or oversteer is quite late. The control of body roll in corners is very good, giving a strong sense of confidence, and the feeling of cornering is quite enjoyable.

The reason this car is said to lack the sharpness of the past is because during some more extreme maneuvers, such as single and double lane changes, the control of body roll and yaw is somewhat insufficient, resulting in a slight oscillation feeling, which can affect the driver's control at this time. However, one good aspect is that the ESP intervention is quite good; it intervenes a bit later, and the intervention is not the rough feeling of many other cars, being able to quickly control the vehicle's posture without interfering with subsequent operations. Of course, these are all more extreme situations, and such maneuvers are not common in this class of vehicles.Overall, the BMW i5 still ranks relatively high in terms of handling stability, especially when driving on mountain roads, the feeling is quite good.

05

Chassis Smoothness Performance

In fact, I believe the biggest issue with the BMW i5 is not that its handling stability has deteriorated, but rather that the vehicle has clearly made adjustments for comfort, yet the chassis comfort has not improved as a result—despite the use of air springs in the rear suspension, which are said to be adaptively adjustable, possibly employing frequency-regulating suspension (automatically adjusting damping based on vibration frequency, etc.).

When the BMW i5 encounters surfaces with characteristics such as damage, patches, potholes, and so on, like typical rural cement roads, the primary smoothness of the chassis is not very good, with the front and rear suspensions appearing unbalanced and poor control over the vehicle's movements. During these road conditions, the vehicle experiences a lot of pitch and roll, causing significant head movement inside the cabin, which is not very comfortable. Moreover, each time the suspension comes into contact with these surfaces, it feels relatively loose, lacking the "solid" sensation we often refer to, and the sound quality of the suspension is not very good.In terms of secondary ride smoothness, when going over larger grooves and similar road surfaces, the rear suspension's jitter is somewhat noticeable. On some rough road surfaces, there is a relatively high amount of high-frequency vibration transmitted through the steering wheel and floor, lacking a sense of premium quality. Overall, the confidence in road handling is more abundant. On roads with better surface conditions, the rear suspension often exhibits irregular bouncing, such as on newly repaired expressways and highways.

For certain impact conditions, like speed bumps and similar scenarios, the tactile sensation is relatively hard. However, the control of the vehicle's pitching sensation during impacts is quite good, with no significant lifting sensation. Moreover, the suspension's control converges well, passing through cleanly. The only downside is the absence of the so-called "wrapping sensation."

For example, the sensation we most desire is akin to a snail crawling over obstacles with a "wrapping" feeling, which this BMW cannot provide.

The BMW i5 actually handles larger road excitations quite well, but it seems to struggle with smaller excitations. The bouncing sensation from minor excitations is even worse than the experience on poor roads. I speculate this might be related to the excessive compression damping of the shock absorbers, or it could be due to excessive rebound damping. It's hard to pinpoint, as chassis tuning is somewhat of a dark art; some issues you think are due to certain reasons, but they might also improve after adjusting other aspects.Jia Shi Summary

After several days of experience, the summary of the dynamic impression of this BMW i5 is as follows:

It is still a very drivable electric car, but it no longer feels like the typical BMW style. It is easy and natural for daily commuting, and it can also provide quite a bit of fun when you want to let loose occasionally.

The comfort of the chassis is the biggest issue I find with this car. BMW has somewhat failed to maintain its original handling and has not been able to provide an unexpected experience in terms of chassis comfort, which feels like it doesn't excel in either aspect.

If BMW wants to enhance the comfort for domestic consumers, I think there is no problem with that, but it should not be done in a way that pleases neither side. On one hand, it loses its identity, and on the other hand, the effect is not good.Of course, not every consumer will scrutinize BMW's chassis with the same professional eye as an engineer. For consumers who are less sensitive to the comfort of the chassis, purchasing a new all-electric BMW like the i5 at the current market price is not a bad option. The inherent and irreplaceable value of the blue sky and white clouds is a given.