The X5 opened a lot of doors for BMW. At a time when SUVs and crossovers were niche vehicles, the Bavarian automaker decided to take the plunge at the risk of alienating its loyal fans.
But the gamble paid off big time, and now, there’s a whole battalion of crossovers that wear the BMW badge. As a sign of the times, the company’s best-selling model is the X3 that wouldn’t have been possible with its big brother.
We’re now in the fourth generation of the BMW X5. Internally known as the G05, it first rolled out in 2018 and received a facelift (LCI or Life Cycle Impulse in Bimmerspeak) in mid-2023. That means we have a few more years of this model before the all-new version arrives.
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Locally, the X5 has always been offered with a 3.0-liter turbodiesel engine. Sure, there was the occasional 3.0-liter gas and V8, but the versions sold here have been predominantly diesel-fed. But given BMW’s electrification efforts, it was only a matter of time before we got a hybrid version.
Well, here it is, the BMW X5 xDrive50e M Sport. Believe us when we say you’ll get to 100kph quicker than you can say its full name. More on that later.
Styling
BMW’s design language has been divisive of late, but we have to say that there has never been a bad looking X5. This facelifted fourth generation is no exception, although the office is divided whether or not the pre-facelift version looked better. Still, it’s a handsome shape with the right amount of aggression thanks to the M Sport styling package.
If you line up all the X5 generations together, there’s a clear evolution of the model. Maybe that’s why BMW’s original crossover is universally liked. Also, we’re so glad that the X5 has stuck with the split tailgate opening over the years. BMW could’ve saved money and removed it, but we’re glad they didn’t.
Interior
If you like screens, you’ll love the dashboard of the new X5. If not, well, your only option is to head to the second-hand market as the pre-update models came with a more traditional set of instruments and dials. The facelift brought with a a pair of massive displays on the dash and the elimination of a lot of buttons. We’re still divided over that decision.
As such, ergonomics are a mixed bag. For instance, adjusting the air-conditioning requires interacting with the screen. It’s a relatively straightforward process, but it would’ve been simpler with a set of, er, buttons. Admittedly, though, we got used to navigating through the screens and menus, so it’s not all bad.
The rest of the cabin is generally pleasing, though. As one expects from a BMW, the cabin has rich textures and materials all over the place. The remaining buttons left in there are good to touch, and there’s an air of quality with every contact point inside. We do have to say that the choice of open pore wood was a bold decision. One camp says wood doesn’t belong to an M Sport BMW, while the other says it’s a unique touch.
Space is no issue in the X5 given its size. There’s stacks of head, leg, and shoulder room at the front and rear. Six-footers will be easily comfortable, which shouldn’t be a surprise given that BMW’s country of origin has some of the tallest average heights in the world. It has more than most of its rivals, only (marginally) eclipsed by the slightly larger Audi Q7. We do wish those rear seats reclined, though.
Hybrids, whether conventional or plug-in hybrids, usually come with compromised cargo areas. It’s not the case with the X5 PHEV there’s still about 500 liters back there. It’s slightly less compared to the diesel model, but we compared them back to back and the difference was, quite frankly, negligible. The plug-in hybrid version of the X5 lost the underfloor storage, which is something not a lot of its customer base really use.
Engine performance
And now, for the meat of the review, the powertrain. We’ve had a lot of praises for BMW’s inline-six engines over the years. Silky smooth, rev-happy, and they come with a soundtrack that can excite even the most uninterested person in cars. In this case, it’s a turbocharged 3.0-liter mill, just like the one in the M240i, M340i, and, er, the Toyota Supra.
But as it’s mated to an electric motor, the engine here uses what’s called a Miller Cycle that prioritizes efficiency over outright performance. At least that’s what the Miller Cycle was originally intended for. In the X5 PHEV, the result is a combined output of 483hp and 700Nm.
BMW claims a 0 to 100kph time of 4.8 seconds, plenty quick for a large crossover. The thing is, the Bavarians do tend to be a little too humble with their performance claims. We did a quick run and we could’ve sworn it was much faster than what the brochure said. True enough, we saw other foreign publications clock the electrified X5 in as little as 3.8 seconds.
Yes, the performance, is amazing. But this being a plug-in hybrid, fuel efficiency figures take greater priority. We had this crossover for several days and the first two only consisted of pure battery power. It absolutely refused to used the engine and only kicked in when absolutely needed. We were amused seeing 99.5km/L displayed on the on-board computer.
So, what’s it like when the battery needs a charge? As a normal hybrid, we saw figures of 7.4km/L in heavy traffic. While it doesn’t sound spectacular, do note that this thing packs nearly 500hp and can give a couple of sports cars a good scare. With battery and engine power combined, we saw an average of 9.1km/L. Frankly, the combination of power and economy makes us want to recommend the plug-in hybrid more than the diesel.
That said, the key to making the most of a plug-in hybrid is charging. Yes, you can leave the system to its own devices to act like a regular hybrid, but if you want truly amazing economy figures, it’s best to plug it in once or twice a week.
Ride and handling
It’s a BMW. Of course it should drive well. We can honestly cut this whole segment here and call it a day, but we’ll indulge you with how it feels. Steering feel is good for such a large crossover, offering a decent amount of feel and feedback. Admittedly, something like a Porsche Cayenne has more engagement behind the wheel, but the X5 isn’t shy to show off its talents when taking on corners.
Body control is excellent and generally unfazed by enthusiastic cornering. There is fun to be had here, which is quite the achievement given its substantial curb weight of about 2,400kg. We’re not kidding when we say this thing can hustle. Best of all, its solid and secure driving dynamics mean safe handling all the way. No complaints in the handling department, then.
As for ride, the electrified X5 comes standard with air suspension…whether you like I or not. It doesn’t matter what brand it’s on, but air suspension systems are complex and can be a worry about ten years down the line.
That said, the one in the X5 provides a smooth and supple ride when you want it, and stiffen up when you need it. It’s not pillowy soft, mind you, as the rock hard run-flat tires would occasionally make an audible thump, nut it stays true and level for the most part.
Extra features
Finally, a BMW aside from the i7 that comes with a full suite of advanced driver assist systems. Dubbed Driving Assistant Professional, it packs features such as adaptive cruise control, lane change assist with lane keeping, autonomous emergency braking, and more.
It even has a feature that prevents sideswipes during lane changes by gently tugging the wheel when an errant motorcyclist cuts you off. But if that bothers you too much, you can change the sensitivity in the vehicle’s submenus or turn it off completely.
Also included is Connected Drive which serves as a sort of on-board concierge service. It’s been available for years abroad but we finally have the full package in something other than a 7 Series. You can use that feature to look for hotspots such has dining options, hotels, and other places of interest.
Other niceties? It comes with Automatic Park Assistant that stops and steers the SUV in place, while the hugely helpful backup assistant automatically steers the vehicle on the previously driven path. The Harman/Kardon surround sound system is something audiophiles will also appreciate.
Verdict
At this price point, value is a relative term. If you’re in the market for a luxury crossover SUV, you’re not looking for a bargain, but rather, a solid experience. The thing is, the X5 xDrive50e M Sport might make the most sense among all the variants available.
At P6,990,000, it’s nearly P2,000,000 less than the diesel-powered M Sport model and a million more than the base version. Compared to the base model, this has heaps more power, better efficiency, more tech and safety, and a greater experience all around. Yes, we still love the X5 even in its most basic version, but the plug-in hybrid kicks it up a notch.
Of course, no car is perfect as we have a couple of things to say about its ergonomics. We also wish the back seats would recline for a more relaxing experience. It can’t go off-road the same way a Lexus LX or GX could, but it’s willing to take on the rough stuff if needed…or if the owner dares to risk scuffing up the wheels and body. Also, it’s impossible to get a third-row option in the plug-in hybrid version due to the battery location. Either way, even the local-spec diesels don’t get extra seats. Still, the things we like about it far outweigh the downsides, and it’s making us wish we had about P7,000,000 to burn on a car.
Think of the X5 xDrive50e as one of the ultimate one-car solutions out there. It’s seriously speedy, immensely practical, coding exempt (because it’s a hybrid), great to drive, and comfortable. It’s that rare breed of car that’s hard to fault, and BMW better not mess up the next generation coming in a year or two.
Specs: 2025 BMW X5 xDrive50e M Sport
Price: P6,990,000
Engine: 3.0-liter turbocharged I6 + permanent magnet synchronous motor
Power: 483hp (combined)
Torque: 700Nm (combined)
Transmission: 8-speed automatic
Drive layout: AWD
Seating: 5
Score: 9/10
