I drove a $95,000 electric BMW. It has epic performance but trails Tesla and Lucid in range.

I was impressed by the BMW's exhilarating performance, luxurious cabin, and understated styling.

But I was disappointed with its relative lack of range and some cheap-feeling plastic trim pieces in an otherwise premium interior.

The base rear-wheel-drive BMW I5 eDrive40 starts at $66,800, while my range-topping, all-wheel-drive I5 M60 xDrive test car starts at $84,100.

Freight fees and a slew of luxury, tech, and performance options added more than $11,000 to the price tag.

BMW's styling has drawn the ire of many brand loyalists in recent years, especially regarding the growth in the size of its signature kidney grilles. Fortunately, BMW exercised restraint with the 5-Series, resulting in a subtle design that exudes a certain understated elegance.

The boxy, squared-off lines leave no doubt that this is a BMW 5-Series.

The I5's restrained looks are a departure from the bolder and more avant-garde aesthetics of contemporaries like the Audi e-tron GT and the Mercedes-Benz EQE.

At 199 inches in length, the I5 is about three inches longer than the Audi e-tron GT and Mercedes EQE but a few inches short of the larger Mercedes EQS.

The BMW I5 is not built on a dedicated EV platform like many of its rivals but one shared with its ICE siblings. Fortunately, the BMW CLAR modular platform that underpins the I5 was designed to accommodate ICE, hybrid, and battery-electric models.

As a result, the I5 retains the long-sloping hood of its internal combustion brethren and the space where a silky smooth BMW straight six once occupied.

Under the hood, you'll find a large plastic panel covering the electronics and an electric motor for the front axle.

My BMW I5 M60 xDrive came with a 257-horsepower electronic motor mounted at the front axle and a larger 335-horsepower electric motor at the back. Together, they produce a stout 593 total system horsepower and up to 605 lb-ft of torque.

The BMW 5-Series is known for its poise in the corners and power down the straight.

And the I5 delivered on that promise and is flat-out fast. Its acceleration was swift, brutal, and utterly glorious.

I've driven more than a few supercars in my time, but the immediacy of the Bimmer's acceleration off the line caught me by surprise a couple of times. I loved it.

According to BMW, the I5 M60 xDrive can sprint from 0 to 60 in just 3.7 seconds, but Motor Trend was able to do it in 3.4 seconds. I'm leaning towards the quicker time.

BMW claims the I5 can reach a top speed of 143 mph.

On the winding mountain roads of North Georgia, the all-wheel-drive I5 was a pleasure to drive. With perfect 50/50 front-rear weight distribution, the I5 felt balanced and precise around the corners. It does a good job of hiding its hefty 5,200-lbs curb weight.

Beneath the I5's floor, you'll find a large lithium-ion battery pack with 84.3 kWh of usable energy.

According to BMW, the car can charge from 10% to 80% in about 30 minutes using a DC fast charger.

My high-performance test car was rated by the EPA for 240 miles of range, but I was able to extract about 250 miles during my time with the vehicle.

Those looking for more range will need to opt for the less powerful I5 eDrive40, which can go up to 295 miles on a single charge.

The I5's cabin is unmistakably modern, with massive infotainment screens and lashes of carbon fiber, but everything is sensibly packaged in a way that won't offend any automotive traditionalists.

BMW did a great job offering drivers a multitude of ways to engage with the vehicle, from voice activation to touchscreens to capacitive touch buttons.

I found the LED light strips on the center stack and doors, which double as touch-sensitive climate controls and seat controls, to be a neat touch.

Overall, the material and build quality were excellent, but I was disappointed with the rough, cheap feel of some of the plastic switch gear, like the plastic power window controls. This is in stark contrast to the beautiful crystal shift toggle and rotary infotainment controller on the center console.

The seats are made of a vegan leather called Veganza.

The curved screen consists of 14.9-inch center infotainment touchscreen and a 12.3-inch digital instrument display.

Both screens were infinitely customizable with a slew of custom colors and layouts.

The central infotainment screen runs BMW's latest infotainment system and is relatively intuitive to use.

Apple CarPlay and Android Auto come standard.

Rear-seat passengers have access to a pair of USB-C chargers and sunshades.

The I5's rear seats fold down to allow longer items to fit.

Adaptive cruise control requires the $2000 Driving Assistance Pro package.

The BMW I5 is handsomely styled, wickedly fast, and well-priced even at $95,000.

With 593 horsepower on tap and 240 miles of range, the I5 M60 xDrive remains competitive in range and performance with rivals from traditional OEMs like the Mercedes EQE 500+ and the Audi e-tron GT.

It only really falls short when compared to Lucid Air Touring and Tesla Model S, both of which offer more than 400 miles of range with comparable performance at similar prices.

But not everyone wants a Tesla or a vehicle from a startup brand. The BMW 5-Series is tried and true.

And the I5 is the one I'd have.