FIVE STAR? (some text hidden) --NONE--

By Jonathan Crouch

BMW's MK5-era X5 aims to set a continuing benchmark for what a dynamic large luxury SUV should be. Jonathan Crouch takes a look.

Ten Second Reviewword count: 72

In fifth generation form, BMW's X5 demonstrates the brand's latest advances in technology, engineering and design. Most importantly though, it's once again difficult to better in the large SUV segment if you prioritise a dynamic drive. The result is a car that, though no longer head and shoulders above the competition, can still set the standard most of them must aspire to. As the Munich maker puts it, 'the boss is back'.

Backgroundword count: 225

Has any model line influenced its segment quite as much as the BMW X5? For three decades, it's been the benchmark in the sector for large luxury SUVs in terms of dynamic drive. And with this fifth generation version, there's a wider portfolio of powertrains with which to demonstrate that continuing class leadership. The most notable of these is found in the arrival of a new EV version, the iX5, but mild hybrid diesel and PHEV petrol variants will also continue to be crucial to this model line. Over 3 million X5s have been sold since the original E53 version arrived back in 1999, at a time when big luxury SUVs were clunky ladder-framed things. As competitors hastened to respond, subsequent X5s sought to refine this formula - the second-generation E70 of 2007, the MK3 F15 of 2013 and the MK4 G05 of 2018. None of those designs though, have represented as big step on as is advanced by this fifth generation G65 version, announced in mid-2026. On the face of things, everything is different here. But delve deeper and you discover an evolved version of the CLAR platform used before, retained so that ICE and EV versions of this model could roll down the same US Spartanburg production line in South Carolina. So how different really is this fifth generation X5? Let's find out.

Engines and Tech Specword count: 588

BMW's Neue Klasse technology was supposed to be fundamentally based on developing bespoke EV platforms that in turn could create electric models uncompromised by combustion engine design restraints. That's why the current X3 and iX3 models are so fundamentally different, produced at different factories on different production lines. Which wasn't what BMW wanted with this fifth generation X5, assembled like its predecessors (and the X6 and X7) at the company's US Spartanburg plant. For combustion/EV production line parity, this G65-era model then, had to inherit an evolved version of the heavy CLAR platform used by the its G05-era predecessor, though for the iX5, BMW has found a way of bolting to it the 'Gen six' cylindrical battery cells, 800V charging hardware and latest generation motors introduced in the iX3. To start with though, most X5 sales are going to be of the combustion models. In contrast to other recent BMW designs, there's still a diesel, this 40d xDrive variant using much the same straight-six mild hybrid 313hp unit as before, which makes 62mph in 6.1s via the usual eight-speed auto. Since BMW won't be offering the mild hybrid 40xDrive straight-six petrol model available in other markets (another carry-over unit), the only other alternative if you don't want your X5 as a full-EV is to have it as a PHEV. The straight-six-based petrol electrified powertrain on offer here is also not much different to what went before, but X5 Plug-in Hybrid folk can this time have it in a choice of flavours. Most recognisable of those is the 50e xDrive, which gets 489hp thanks to a 191hp electric motor. It's surprising that this set-up's 26.5kWh battery has been retained in a segment where Chinese brands (and Volvo) are now introducing PHEV systems with much larger battery packs able to take their cars much further than this X5's 63 mile EV maximum. The alternative X5 Plug-in Hybrid is the M Performance M60e, which boosts this powertrain's total output to 612hp, which drops the 0-62mph time to just 4.5s. On both PHEVs, the transition between EV power (available up to 87mph) and combustion drive is now almost imperceptible. Other than that, the main X5 powertrain focus is on the all-electric iX5, which to begin with comes with the largest battery pack yet fitted to a production EV in Europe, 141kWh in size. As you'd hope, this delivers a prodigious range figure - 525 miles, 22 miles better than the iX3, despite this larger model weighing half a tonne more. If you don't need that much range, wait for the smaller-battery iX5 variant BMW will introduce in due course. That beefy bulk (2,890kg, 600kg more than the diesel) requires a potent pair of motors, in this case developing 320hp at the rear and 242hp at the front, giving a total output of 578hp (more than the old X5 M petrol super-SUV), with 0-62mph taking just 4.6s en route 130mph courtesy of 850Nm of torque. There's the same cringingly-named 'Heart of Joy' control unit that's so effective in the iX3, with Dynamic Performance Control software that acts as the 'brain' of the car, coordinating the drivetrain, steering and braking systems. Rigidity is helped by the car's 'cell-to-pack' technology that integrates the battery pack as part of the chassis. All X5s run on air suspension and feature rear-wheel steering that can only turn the rear wheels up to 3.2-degrees; for perspective, a Range Rover manages 7.3-degrees. Top trim levels and M Performance models add an 'Active Roll Comfort' roll stabilisation system to this set-up.

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