Last year we drove a first-generation BMW X5 in mint condition. It was part of the first wave of monocoque luxury SUVs in the ’90s and early 2000s – vehicles that paved the way for the flood of towering, nimble vehicles that dominate showrooms today. This original X5 drove with the composure and verve typical of BMWs of that era, albeit with a truck-like weight and a stiffer ride than expected. Imagine the ultimate driving machine… on stilts.
Driving the 2024 BMW X5 illustrates the evolution of a winning formula over 23 years and shows how priorities have changed so dramatically. Undergoing a striking but comprehensive mid-cycle refresh this year, five years after the “G05” chassis was introduced for 2019, the X5 is a technological showpiece that puts those elements front and center. All X5s are now electrified, with mild-hybrid configurations for the inline-six and V-8, as well as the plug-in hybrid shown here: the X5 xDrive 50e. The 50e replaces the outgoing 45e plug-in hybrid and brings with it a number of meaningful performance improvements, including an EPA-rated all-electric range of 38 miles—eight miles better than before.
The X5 xDrive 50e’s main power comes from a brand new turbocharged inline-six that has the same 3.0-litre displacement as the engine it replaces. Mated to an eight-speed automatic transmission with an integrated synchronous electric motor, the new engine produces 308bhp and 450Nm of torque. The electric motor produces 194bhp – 83bhp more than the previous X5 45e model – bringing the total system output to 483bhp and 650Nm of torque. Thanks to this 100bhp improvement over the previous plug-in X5 model, the 50e can accelerate to 100km/h in 4.6 seconds. That’s the same pace as the 2010 Ford Mustang GT500, which drew power from a 5.4-litre supercharged V8 engine. And that’s despite the plug-in X5’s ample performance. 5573 pounds weight.
Much of that weight is due to the 19.2 kWh battery that sits under the floor. In addition to 12 percent better storage capacity, the lithium-ion unit also offers improved charging speed. Compared to non-plug-in X5s, the 50e sacrifices just two cubic feet of cargo space to house its battery.
Technical data: 2024 BMW X5 xDrive 50e
- Price: $73,495 / $87,745 (base price / tested)
- Drive: 3.0-litre inline six-cylinder with turbocharger; integrated synchronous electric motor; eight-speed automatic transmission
- Output: 483 hp; 516 lb-ft
- Layout: SUV with front engine, four doors, five seats and all-wheel drive
- Weight: 5573 pounds
- 0-60: 4.6 seconds
- Top speed: 210 km/h
- EPA fuel economy (combined): 22 mpg (gasoline only); 58 MPGe; 38 miles EV range
- Competitors: Mercedes-Benz GLE 450e, Volvo XC90 Recharge, Porsche Cayenne E-Hybrid
Standard features on this X5 include a panoramic sunroof, heated sport seats, parking assist, BMW’s Curved Display with iDrive 8 software, the Active Driving Assistance safety package, and dual-axle air suspension. Additionally, the vehicle we tested arrived at our Ann Arbor, Michigan, office with Brooklyn Gray paint ($650), the M Sport Package ($2750), the Driving Assistance Pro Package ($2100), the M Sport Package with 21-inch wheels and high-performance run-flat tires ($3700), the M Sport Professional Package ($850) with painted brake calipers and extended Shadowline trim, the Parking Assist Package ($900), the Executive Package ($3950), the Climate Comfort Package ($1350), and multicontour seats ($750). Don’t forget: Delivery fees total $995.
Overall, this chunky midsize luxury sedan costs $87,745. Is it worth it? Well, the X5 certainly looks that way. The redesigned exterior is edgier and more boxy than its predecessor, and the interior is packed with flashy electronics. The multi-contour seats are among the most comfortable on the market, and the massage function – controlled by a convenient switch on the outside of the seat – is a godsend on longer highway trips.
The look of the interior won’t appeal to traditionalists, but most of the features work intuitively and straightforwardly. Unlike the original X5, there’s plenty of room in both the back seat and the cargo area. A family of four would have no trouble getting luggage away for a weekend. One wonderful element of the original X5 remains – the split tailgate, which is fantastic for both loading large pieces of luggage and sitting in a parking lot before a college football game.
The central screen dominates the experience, and can be controlled using either touch or rotary knob controls. The software responds quickly to inputs and menus are generally clear, but we wish the climate controls could be adjusted using physical buttons rather than the screen. The head-up display is particularly well designed and easy to read – a useful contrast to the confusing and illegible digital instrument cluster graphics. Interior materials are high quality and to a high standard, albeit with a slightly futuristic twist; note the beautiful wood trim on the passenger-side dashboard, punctuated in the middle by a series of illuminated arrow graphics. This is the kind of thing that impresses people when they first get into the vehicle, which is important if you’re the type of person who buys a BMW to show off.
Another piece of futuristic technology: an adaptive braking function that feeds energy back into the battery. This system works similarly to adaptive cruise control on the highway; when sensors detect an approaching vehicle, the electric motor runs in reverse to slow the vehicle. The difference is that BMW’s system can operate under normal city traffic conditions without cruise control activated. The system gently and subtly slows the X5, which signals the driver to then physically brake or, say when a red light turns green, to avoid the brake pedal altogether. We were initially skeptical and a little put off by this system, which can be disabled, but in practice it works beautifully. After a few days, it became second nature and brought a sense of ease to driving – crucial for a successful luxury car, but rarely implemented with such a seamless result. Bravo, BMW.
The X5 does a great job with the basics, too. The Executive package’s full-LED headlights are excellent, completely illuminating the path ahead on pitch-black northern Michigan forest roads. Interior storage is generous, particularly in the door pockets. The cabin is quiet whether in electric-only mode or not, and the whole camera system is brilliant. (We’re talking about a large SUV here, so you’ll find yourself using it a lot in the suburbs or around town.)
The electric motor’s strong, quick response gives the X5 enough torque for overtaking on the highway. Body control at speed is excellent thanks to the air suspension, which makes constant but imperceptible adjustments (ride height can also be changed on the move using a button next to the gear selector), and maneuvering in parking lots and city streets poses no obstacles. Bumps on bumpy city pavement or rutted dirt roads are harsh, however; we attribute that to the 21-inch wheels and low-profile runflats.
As with many battery-electric vehicles, the sticking point here is price. The plug-in X5 is about $7,000 more expensive than the car it replaces, bringing the premium over the X5 xDrive40i (3.0-liter inline-six with mild hybrid) to about $5,300. That premium used to be more or less offset by federal tax credits, for which the X5 will no longer be eligible starting in 2024. And anyone who has ever bought a BMW will feel the pinch of this car’s long and extensive options list, which adds about $15,000 to the price. On the other hand, if you can’t do much with the upgrades and just crave the 50e’s superior performance—or the plug-in car’s practicality—the X5 50e may be worth it. And for comparison, its suggested retail price of $73,495 is almost directly above that of the Mercedes-Benz GLE450e 4MATIC, which costs $72,500 without extras and is said to offer an additional 10 miles of electric range.
It’s remarkable how the X5 has changed since the original 25 years ago. What hasn’t changed, however, is that the model is still a leader in its segment, and this well-executed plug-in hybrid should be more compelling than ever for BMW families who want effortless performance and respectable efficiency.
BMW X5 xDrive50e (2024)
Price: $73,495 / $87,745 (base price / tested)
Heights: Excellent body control, smooth blend of hybrid and petrol power. Interior materials and technology are well implemented. Useful range in real-world use as a pure electric vehicle.
Low points: Huge weight, little feedback for the driver, bumpy ride on less than perfect roads. And high cost, even compared to the PHEV X5 it replaces.
Take away: The plug-in X5 keeps getting better, but you have to pay for the privilege.
