2025 BMW X7 Reviews, Pricing & Specs

While not as enormous as the truck-based Cadillac Escalade and Lincoln Navigator, the BMW X7 has the swaggering presence that full-size luxury SUV buyers (or at least, the designers of these vehicles) crave. When it launched as a 2019 model, the South Carolina-built X7 looked like an X5 that was upsized to accommodate American sensibilities—and with an extra-large twin-kidney grille to drive home the point that this is a BMW.

The styling didn’t get any more elegant with the X7’s most recent 2023 facelift. BMW ditched the more conventional-looking headlights of the pre-facelift X7 for stacked quad lights, similar to those of the 7 Series sedan. The grille didn’t get any smaller, but it gained optional nighttime illumination. The current X7 definitely isn’t for wallflowers, but the post-facelift look is at least more distinctive and helps to set the X7 apart from the smaller BMW X5.

The grille isn’t the only thing scaled to the X7’s generous proportions. Base models come standard with 21-inch wheels, but 22-inch and 23-inch wheels are also available. Our test car’s M Sport Package included 22-inch wheels with a dual-spoke design, plus a front end, rear valance, and side skirts with a somewhat boy-racer look, and more “M” badges than you’ll know what to do with. An M Sport Professional Package is also available, primarily adding darkened exterior trim.

Some of the exterior details—particularly the light-up grille and the plethora of “M” badges on M Sport models—seem like BMW was catering to the third owner rather than the first, and unfortunately that ethos continues inside. The overall interior design is nice and simple, but our M Sport Package-car featured a discordant mix of carbon-fiber trim, light-up “X7” graphics on the dashboard and a crystal shift toggle (no big levers here) and rotary infotainment controller.

These details are neat by themselves, but they also seem like a grab bag of things meant to make the cabin feel expensive, and they make for a jarring contrast with the more traditional diamond-pattern brown Merino leather upholstery. More concerning is that these features are mostly optional extras. Take them away and you’re left mostly with plastic trim that doesn’t feel like a step up in quality from lower-level BMW models.

The 2025 BMW X7 consists of two core models and one specialty performance version, all with standard xDrive all-wheel drive (AWD), an eight-speed automatic transmission, and a 48-volt mild-hybrid system that reduces the engine’s workload a bit for improved fuel economy.

The BMW X7 xDrive40i is powered by a turbocharged 3.0-liter inline-six producing 375 horsepower and 398 pound-feet of torque. That will get the xDrive40i from zero to 60 mph in 5.6 seconds, according to BMW. The X7 M60i xDrive benefits from a twin-turbo 4.4-liter V8 producing 523 hp and 553 lb-ft. BMW quotes a 4.5-second zero to 60 mph time for the M60i xDrive, while both models are electronically limited to 130 mph as standard, or 155 mph with optional performance tires.

BMW also continues to sell the niche Alpina XB7, a sportier model from captive tuner Alpina. The XB7 uses an upgraded version of the 4.4-liter V8 rated at 631 hp and 590 lb-ft of torque. BMW says it can reach 60 mph from a standstill in 3.9 seconds, and its top speed is an autobahn-worthy 180 mph, making this the closest thing the Bavarian automaker offers to the hot-rodded Mercedes-AMG GLS 63 or Cadillac Escalade-V.

You don’t have to spring for the Alpina to get sophisticated chassis tech, though. Standard on the M60i, and part of the Dynamic Handling Package on the xDrive40i, are rear-wheel steering (called Integral Active Steering by BMW) and adaptive air suspension with active roll stabilization. These features combine to get the X7 as close to BMW’s “Ultimate Driving Machine” ideal as three-row, full-size SUV will likely ever get.

Whether navigating crowded streets or enjoying a deserted back road, our BMW X7 M60i test car felt surprisingly nimble for such a big vehicle. The setup of the steering itself, and integration of the rear-axle steering was spot on, making it easy to precisely place the X7 where we wanted it, without the car overreacting to small inputs and becoming unsettled. And while the suspension provided a plush ride, it wasn’t so soft as to affect body control. The active anti-roll system helped with this as well, keeping the body flat to inspire cornering confidence while minimizing head toss under acceleration and braking.

This made for a sporty, yet serene driving experience. Sporty in that the X7 could handle twisty roads with dignity and, in the case of our M60i test car, provide a delightful V8 burble. Serene because the comfortable ride and quiet cabin made it a proper luxury vehicle worthy of its high status in BMW’s lineup. The M60i also accelerated quickly, but not ferociously, providing some entertainment for any car enthusiasts onboard without making anyone else uncomfortable.

Available in six-seat or seven-seat configurations (depending on whether you choose second-row captain’s chairs or a bench seat), the three-row X7 offers competitive interior space. It has more front-seat headroom than a Mercedes-Benz GLS-Class and Lexus LX, more second-row headroom than an Infiniti QX80 or Lincoln Navigator, and more third-row headroom than a Cadillac Escalade. Rivals generally offer more legroom, although the X7 does at least have a bit more in its third row than the Infiniti or Lexus.

At 48.6 cubic feet, the X7 has more cargo space behind its rear seats than the similar-size Range Rover, LX, and GLS. This is where the larger footprint of the truck-like Navigator, Escalade, and QX80 is advantageous. The 90.4 cubic feet of space with the second and third rows folded is also much more than you get in SUVs of similar size, but less than the behemoths of the segment.

BMW doesn’t publish specs for cargo space behind the third row of seats, perhaps because it’s embarrassed by the tiny shelf that’s left by the back seats and the bulky split tailgate. This is a tradeoff typical of three-row vehicles, however, and the split tailgate is very useful. The lower half serves as a backstop to keep groceries from tumbling out, or it can be used as a bench for tailgating, and it makes sliding long items in and out easier when open. That’s especially helpful given the X7’s tall rear bumper, as is the air suspension’s ability to lower by 1.6 inches when parked.

A 7,500-pound maximum towing capacity provides plenty of capability, but isn’t a first-place spec. The Mercedes-Benz GLS-Class can tow up to 7,700 pounds, and most other competitors can tow at least 8,000 pounds. BMW’s semi-automated park assist system can reverse the X7 with a trailer attached, though, and for non-trailering situations there’s also a low-speed Maneuver Assistant that can remember the path through tight driveways.

The X7 features a BMW Curved Display setup similar to many of the automaker’s other current models. A 12.3-inch digital instrument cluster and 14.9-inch touchscreen are mounted side-by-side under one piece of glass, making for an attractive layout that doesn’t overpower the rest of the interior. Unlike some other automakers, BMW has also taken full advantage of the digital cluster by coming up with some imaginative designs, like the angled forms of the speedometer and tachometer.

BMW’s iDrive infotainment system was one of the first of its kind, and the latest iteration, based around version 8.5 of BMW’s operating system, is thankfully a lot easier to use than the earlier ones. It retains the signature rotary controller, surrounded by shortcut buttons for certain menus, but that’s almost redundant thanks to sensible screen layout, standard wireless Apple CarPlay and Android Auto, and steering-wheel controls. Thankfully, those are real buttons that provide physical feedback, making them much easier to use than the capacitive controls of rival Mercedes-Benz.

Like Mercedes (and Audi), BMW includes a natural-language voice recognition system as standard equipment. However, perhaps due to our seating position’s distance from the microphone, the system had trouble hearing us in the X7. Nearly every command had to be repeated at loud volume, as the system either only caught snippets or missed what we were saying entirely. This isn’t a problem we noticed in other BMW models equipped with the same voice-recognition tech, but perhaps it might be a good idea to do a sound check with your prospective X7 purchase.

The X7 also features digital-key functionality—allowing a smartphone to serve in place of the key fob—and augmented reality navigation that presents a live video feed with overlaid arrows to show where to turn. Both features are also available from other brands, however, while BMW’s gesture control remains unique to the brand for a reason. In theory, it lets you do things like adjust audio volume with hand movements, but in reality figuring out the precise movements to make it work (and not trigger it accidentally) is more trouble than it’s worth.

Even at the X7's high price point, BMW doesn’t include all driver-assist features as standard equipment. Forward collision warning, automatic emergency braking, blind-spot monitoring, park assist, and lane-keep assist are standard, while adaptive cruise control (with stop-and-go functionality), traffic jam assist, and BMW’s hands-free Highway Assistant system are part of the Driving Assistance Professional Package.

Highway Assistant can manage acceleration and braking while keeping the car centered in its lane, and it also includes an automated lane-change function. It’s useful for long highway slogs but isn’t as sophisticated as the Super Cruise system available in the Cadillac Escalade. The latest update for that system can recognize highway off-ramps, allowing vehicles to negotiate interchanges without disengaging the system.

Safety ratings from the Insurance Institute for Highway Safety (IIHS) and National Highway Traffic Safety Administration (NHTSA) were not available at press time.

EPA fuel-economy ratings top out at 22 mpg combined (20 mpg city, 24 mpg highway) for the six-cylinder X7 xDrive40i, while the V8-powered X7 M60i xDrive is rated at 17 mpg combined (16 mpg city, 20 mpg highway). Interestingly, the EPA knocks 1 mpg off the combined rating for the Alpina XB7, but the city and highway ratings are unchanged.

These numbers aren’t terrible for a market segment that doesn’t prioritize efficiency. The xDrive40i gets slightly higher ratings than the Lexus LX 700h hybrid, in fact. Likewise, BMW’s four-year/50,000-mile new-vehicle warranty is within the norms of established luxury brands.

When it comes to pricing, though, the BMW has a clear advantage over comparable large SUVs. Starting at $87,875 (including a $1,175 destination charge), the X7 xDrive40i is a few grand less than a base Mercedes-Benz GLS, and much less than a Range Rover, Lexus LX, or Lincoln Navigator, all of which start in the six-figure range. For those who prioritize space and towing capability over on-road handling, though, the similarly-priced Infiniti QX80 is worth a look.

The X7 M60i xDrive and Alpina XB7 are a big step up in price, at $115,075 and $157,175 with destination, respectively. But while you’ll miss out on a little V8 rumble, the base model can be imbued with similarly-impressive driving dynamics by selecting the Dynamic Handling Package. That leaves a vehicle that, as much as any of its rivals, gives equal weight to both the “sport” and “utility” sides of the SUV equation.