BMW M5 M Hybrid (G90, 2026) — the flagship limited to 250 km/h, not 305

The VertexRent fleet has three cars named M5, and two of them show literally the same “BMW M5” in the catalogue heading. This article covers the seventh generation, the G90, model year 2026, with a plug-in hybrid setup and 727 hp of combined output. If you were looking for the blue F90 Competition or the earlier M Hybrid version, those are different listings. Here we’re covering the G90 2026 specifically, and its biggest specification trap: the catalogue shows a top speed of 305 km/h, but a different figure is correct for this particular car.

In short. The BMW M5 M Hybrid G90 2026 is a four-door sedan, 5 seats. Drivetrain: M xDrive, all-wheel, with a disconnectable 2WD mode. 0–100 km/h in 3.5s, top speed 250 km/h (confirmed).

What this car is

The G90 is the seventh M5 generation, and the first since 1984 to have an electric motor under the bonnet. BMW calls the switch “M Hybrid”: the 4.4-litre twin-turbo V8, the S68, is joined by an electric motor built into the 8-speed M Steptronic gearbox, plus a lithium-ion battery under the floor. The engineers are upfront that this isn’t a lightened version of the M5 — it’s the heaviest in the model’s history: kerb weight is up roughly 500 kg over the previous F90 generation, and about 400 kg of that increase comes from the battery and electronics alone.

The trade-off is clear: the hybrid add-on is needed both to meet emissions rules and to boost combined output, but the price is weight that the chassis and electronics have to disguise. On presentation drives, BMW’s engineers pull that off — the mass feels lighter than it actually is, in normal driving mode. On track, according to the specialist press, it’s a different story: tyre squeal on exit from slow corners, and the front axle starts to wash out sooner.

Two things get blurred together in the name and are worth separating. The fleet already has a listing for the F90 Competition, in blue — the previous generation, no electric motor at all, just the twin-turbo V8 S63. There’s also an earlier fleet listing for the M Hybrid model year 2025, plus the M8 F92 coupé, which sometimes gets confused with the M5 due to a similar platform. The difference between all these cars isn’t cosmetic: a different engine, a different architecture, a different year. If a booking enquiry or search just turns up “BMW M5” with no generation index, check with a rental agent about which car is meant.

Technical

The S68 isn’t a rework of the old S63 — it’s the same block with a 48-volt electric-motor unit added where the gearbox’s torque converter used to be. The combustion engine on its own delivers around 585 hp, the electric motor adds up to 197 hp, for a combined 727 hp and 1,000 Nm. 0–100 km/h takes 3.5 seconds, and that figure comes with no caveats: it’s confirmed and matches across BMW, the catalogue, and the fleet dossier.

Top speed is the one place in the entire VertexRent fleet where the general rule of “the limiter’s off, so use the maximum figure” doesn’t apply. Here it’s the reverse: 250 km/h is what’s documented for this specific car, while the 305 km/h the catalogue shows is only available with the factory M Driver’s Package — and whether this particular car has that package isn’t confirmed. The catalogue gives the higher figure, but it can’t be trusted here: this is the one fleet model the “use the highest available figure” rule doesn’t apply to. We print 250, and explain the discrepancy right here rather than hide it.

The battery allows a short stretch on pure electric power — around 40 km for the sedan, according to factory figures. For a rental, that’s not the main use case: the point of the electric motor isn’t range, it’s an instant torque boost from low revs and the ability to pull out of a parking spot silently early in the morning without waking the neighbours.

How it drives

The M5 G90 is a car with two distinct personalities, and the gap between them is wider than in previous generations. In electric and hybrid modes, it’s a quiet, almost unremarkable sedan: acceleration is delivered smoothly, with no jerkiness, and engine noise barely reaches the cabin. Switching to sport mode changes everything at once — throttle response, sound, suspension behaviour.

The steering is described as very quick, almost sharp in its response, but without much feedback — a trait common to the last few M5 generations, going back to the F90, and the G90 hasn’t overcome it. On the other hand, traction out of a corner is nearly limitless on dry tarmac: all-wheel drive and the electric motor compensate for each other so well that the wheels rarely lose grip under acceleration.

The weak point is mass on a twisty road. Through fast direction changes, the sedan feels noticeably bigger and heavier than the F90, and experienced drivers feel it sooner than the acceleration figures would suggest. On straights and wide motorways, that’s not a problem at all; on a narrow mountain switchback with frequent corners, it’s already a factor worth weighing when planning a route.

Interior and practicality

A five-seat business-class sedan with a full-size back row is the base on which the hybrid electronics are layered. The battery sits under the floor and doesn’t eat into boot volume the way it does on models converted to electric power — luggage space for a multi-day trip stays standard for a BMW flagship sedan.

One unusual touch: near-total silence in electric mode in a car park or pulling out of a driveway, which isn’t typical of the fleet’s other M-badged cars. The dashboard and media system are inherited from the current 5 Series generation, with a full set of driver-assistance features and adaptive cruise control — for a multi-day trip with long stretches, that noticeably reduces driver fatigue.

The sedan’s back row is full-size: two adult passengers fit without compromise, not just symbolically the way they do in the group’s coupés. For a business trip with a driver and passengers, that’s a real difference compared with the fleet’s two-door flagships — people sit down here, rather than climb in.

In Czech conditions

Speed. Five tiers: 50 in a built-up area, 80 on an expressway within a town, 90 on an ordinary road outside it, 110 on an expressway outside a town, and 130 on a motorway. There are no unrestricted stretches in the Czech Republic, so both the confirmed 250 km/h and the — for this particular car — unavailable 305 km/h stay a figure on paper.

Alcohol. Czech law has no per-mille threshold at all: driving with any alcohol in your system is prohibited, not just above some cutoff. Drivers used to the German or Austrian 0.5 per mille make the most mistakes here.

Lights. The requirement for lights to be on at all times applies in electric mode too — and that’s exactly the situation where the car can’t be heard nearby, making visibility through the headlights a genuine safety matter, not a formality.

Vignette. Electronic, with no physical sticker since 2021, tied to the specific car’s registration plate in the register. It doesn’t transfer to another car, so a warranty swap or a breakdown needs a separate purchase.

Winter. The mandatory period runs from 1 November to 31 March, whenever there’s snow, ice, or frost on the road, or a matching forecast. Minimum winter-tyre tread depth is 4 mm. For an all-wheel-drive sedan weighing close to 2.5 tonnes, winter tyres at that depth aren’t a formality — they’re a sensible precaution given the car’s actual mass.

Where to go. No specific route is assigned here: the point is that a heavy hybrid sedan suits wide, fast roads with gentle curves better than a narrow mountain switchback. A straight, flat motorway stretch, where you can open up the electric motor and combustion engine together, plays to this car’s strengths better than the winding passes already covered for other fleet models in the pieces on the Ore Mountains or Krkonoše — worth mentioning only as a point of contrast, not as a recommendation for this car.

Who it suits and who it doesn’t

It suits anyone who cares about the status of the most technologically advanced M5 in the model’s history, and who appreciates the contrast between a quiet everyday mode and a powerful sport one. The hybrid system here doesn’t work as a compromise for efficiency’s sake — it’s a way to add torque exactly where an ordinary combustion engine would run short.

It doesn’t suit you if the sole draw is the catalogue’s stated top speed: 305 km/h isn’t achievable on this particular car, and that’s worth knowing beforehand rather than finding out at pickup. It’s also not the best choice for a narrow mountain road with frequent corners, where the hybrid system’s mass works against the driver.

If maximum performance without the hybrid weight penalty in a similar segment interests you, it’s worth checking the Mercedes-AMG GT 63 S listing — a different architecture, but a comparable class. To compare generations within the M5 line itself, there’s the BMW M5 Competition (F90) listing — the previous, purely petrol generation. Current terms for the hybrid G90 are on the model page.

Frequently asked questions

Is this M5’s top speed really 250 km/h, not 305? Yes, 250 km/h is the confirmed figure for this specific car. The 305 km/h shown in the catalogue relates to the factory M Driver’s Package, which isn’t documented as fitted to this particular car. Unlike the rest of the fleet, the “limiter’s off, so use the maximum” rule doesn’t apply here — this is the one exception.

How does this M5 differ from other cars with the same name in the fleet? By year, generation, and engine. This listing covers the G90, model year 2026, with a 727-hp hybrid powertrain. The fleet separately has the BMW M5 Competition (F90) — the previous generation, with no electric motor, a purely petrol twin-turbo V8. Check the generation at booking if you’re going by name alone.

How does the M5 G90’s hybrid system work? The twin-turbo V8 S68 is joined by an electric motor built into the eight-speed gearbox, plus a battery under the floor. The electric motor adds torque at low revs and allows a short stretch of near-silent driving. Combined output is 727 hp, with 0–100 km/h in 3.5 seconds. The charge is enough for a few kilometres of pure electric driving in city traffic.

Is the heavy hybrid noticeable behind the wheel? Yes, especially on a winding road with frequent direction changes — the mass is felt there sooner than on straight stretches. Under acceleration and through sweeping corners, all-wheel drive and the electric motor mask the weight almost completely, but an experienced driver on a switchback will feel the difference from lighter M5 generations.

Can I use electric mode for the whole trip? Electric drive is built for short distances — around 40 km for the sedan, according to factory figures — and suits a quiet pull-out from a parking spot or a short city trip. For a multi-day rental, it’s a bonus feature, not the main way to get around: the battery charges from an outlet or tops up from the combustion engine while driving.

Does an all-wheel-drive hybrid this heavy need special winter tyres? The requirements are the same as for any car in the Czech Republic: from 1 November to 31 March, winter tyres with at least 4 mm of tread are mandatory whenever there’s snow or ice on the road. There’s no extra requirement specific to this model, but at around 2.5 tonnes, it’s worth checking tyre condition more carefully than usual.

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