The BMW i5 has undergone some changes for the new generation. The wheelbase has grown by 20mm and tweaks have been made to the suspension hard points, including wishbones up front, five-link suspension at the back, and air springs at the rear in the i5. However, the core recipe remains the same.

BMW aims to avoid forcing customers into an unfamiliar model range just because they want an electric vehicle. Unlike Mercedes, BMW offers a range of powertrain options – internal combustion engine (ICE), plug-in hybrid electric vehicle (PHEV), or electric vehicle (EV) – all available in a 5 Series suit. This means that the electric i5 is a “proper” 5 Series, just like any combustion model.

In the UK, the eDrive40 tested in this review offers a single motor with 335bhp, while the M60 xDrive provides a dual-motor system with 593bhp. Notable combustion models in the UK include the 520i M Sport with 205bhp and the 550e xDrive M Sport, a six-cylinder PHEV. Of course, there is also the M5. It’s worth noting that diesels won’t be available in the UK, at least for now.

Now, let’s focus on the changes made to the BMW i5. BMW has the world’s largest fleet of over-the-air-upgradable vehicles, with over five million vehicles capable of receiving updates wirelessly. Navigation, telephony, and entertainment are the most frequently used functions in BMW cars. The new OS 8.5 offers a crisp and curved infotainment display, and BMW has a software joint venture that focuses on user experience (UX) and digital solutions for “premium mobility.” This venture has two sites, one of which is located in the same building as this review and has 2000 engineers dedicated to software development. The chassis magic, on the other hand, is the work of software experts in Germany.