2025 BMW X5 Reviews, Pricing & Specs

The X5 has evolved a bit more gracefully than some other BMW models. This fourth-generation version, introduced for the 2019 model year but facelifted for 2024, maintains the original X5’s distinctive proportions while adding something interesting details.

A cab-rearward profile and prominent-but-rounded fender arches are joined by headlights with arrow-shaped lighting elements, something that’s repeated at the back on the sides of the taillights, which also have a cool three-dimensional shape. The lower part of the front fascia is a bit busy, but at least BMW hasn’t yet given the X5 the puzzling grille trim seen on the latest X3. And unlike on certain other recent BMW models, the signature twin-kidney grille is a reasonable size. Illumination was added as an option for the 2024 model year.

An optional M Sport Package adds sportier front and rear bumpers, plus darkened Shadowline exterior trim. That can be upgraded to an M Sport Professional version with a matte black grille surround and black chrome exhaust tips, as well as an M Sport exhaust system and brakes, with calipers in red or blue. Base models come standard with 20-inch wheels and run-flat all-season tires, but 21-inch and 22-inch wheels with performance tires are also available.

While the first X5 rolled off the assembly line at BMW’s Spartanburg, South Carolina, plant in 1999, the automaker is using the 2025 model year to commemorate its 25th anniversary. The limited-production X5 Silver Anniversary Edition borrows the M Sport Package’s Shadowline trim and sportier 20-inch wheel design, adding Lime Rock Grey paint (named after a Connecticut racetrack once frequented by actor and racing enthusiast Paul Newman) and an off-road package. It makes for a spec that’s more unusual than appealing, but it does at least show off the array of trim options available for the X5.

Like the exterior, the interior represents a gradual evolution of the BMW aesthetic rather than the jarring turns taken by some of the automaker’s other models. Even with the newer curved dashboard display, it’s easy to draw connections between today’s X5 interior and those of previous generations. You also get a similar feeling of quality, albeit with a plainer appearance than a comparable Mercedes-Benz or Genesis. That was enhanced somewhat in our Silver Anniversary Edition test car, which featured carbon fiber trim and light-up “X5” graphics on the dash, keyed to the ambient lighting.

Typical for BMW, new car buyers have a number of powertrain options to choose from. Those choices start with the rear-wheel drive (RWD) X5 sDrive40i and all-wheel drive (AWD) X5 xDrive40i, both of which use a turbocharged 3.0-liter inline-six producing 375 horsepower and 398 pound-feet of torque. That will get the X5 from zero to 60 mph in a brisk 5.3 seconds, according to BMW.

A 4.4-liter twin-turbo V8 is also available in the AWD-only X5 M60i xDrive. With 523 hp and 553 lb-ft of torque available, the estimated zero to 60 mph time drops to 4.2 seconds. The top speeds for both the 40i and M60i models are electronically limited to 130 mph by default, but that can be raised to 155 mph with optional performance tires. These models also share an eight-speed automatic transmission and 48-volt mild hybrid system, with an electric motor that replaces the starter and provides up to 12 hp and 147 lb-ft while underway.

BMW also offers an X5 plug-in hybrid. The X5 xDrive50e combines the 3.0-liter inline-six and eight-speed automatic transmission from the xDrive40i with a larger electric motor and 19.2-kilowatt-hour battery pack. By itself, the electric motor can produce up to 194 hp and 331 lb-ft of torque, contributing to a total system output of 483 hp and 516 lb-ft, which is sent to all four wheels. BMW estimates zero to 60 mph in 4.6 seconds, while the EPA confirms up to 39 miles of all-electric range. The air suspension system that’s optional on most non-hybrid X5 models is also standard here.

As a Silver Anniversary Edition, our test car was mechanically identical to the X5 xDrive40i, which wasn’t a bad thing at all. The electric motor’s instant torque enhanced the smooth power delivery of the inline-six, and the chassis delivered the precision we expect from an automaker famous for the tagline “The Ultimate Driving Machine.” The X5 is not a small vehicle, but it felt reasonably agile, without the Integral Active Steering rear-wheel steering system offered on V8-powered M60i models, making for a more pleasant driving experience than the typical SUV. And if you want an extra helping of speed to go with that handling, BMW still offers an X5 M Competition model, with a 617-hp twin-turbo V8, that will reach 60 mph from a standstill in 3.7 seconds.

However, the Silver Anniversary Edition does come standard with the xOffroad Package—it’s the only current way to get this package, in fact. It includes air suspension, a mechanically-locking M Sport rear differential, a roof rack, and an off-road camera view and drive modes. Our test car also had the optional all-terrain tires, replacing standard all-season run-flats, which were noisy and detrimental to handling. While we were curious to see how the X5 compared to a Range Rover Sport off-road, we didn’t get the chance. But it hardly seems worth compromising the X5’s on-road driving dynamics for something that isn’t part of its core mission.

While many other SUVs in its competitive set offer a third-row seat option, the X5 is sold only as a two-row, five-seater. Passenger space in those two rows is generous, but not class-leading.

The X5 has about two inches less first-row legroom than an Acura MDX, Audi Q7, or Genesis GV80, without an appreciable gain in second-row legroom that sometimes comes with scooting the front seats forward. Drivers will at least find an addition two inches of first-row headroom over the Acura, although the difference with other midsize luxury SUVs is negligible. The BMW also has a smidge more second-row headroom than most rivals, excepting the Mercedes-Benz GLE-Class.

Befitting an SUV from a brand known for performance cars, our X5 test car came standard with sport seats. The extra bolstering was certainly appreciated during cornering (even BMW’s engineers can only do so much to counteract body roll in a tall vehicle like this), but weren’t a hindrance during a long highway drive, where they proved fairly comfortable. However, given the roughly $80,000 as-tested price of our X5 Silver Anniversary Edition, the lack of real leather upholstery and front-seat ventilation (Sensafin artificial leather and heated front seats are standard) was conspicuous.

The BMW’s 33.9 cubic feet of cargo space behind its rear seats is also about the same as in the Mercedes, and substantially more than you get in an Audi Q7, Range Rover Sport, or Lexus RX with all seats in place. Lower the standard 40/20/40 split-folding second row, and you get 72.3 cubic feet. That’s more than most rivals, but just behind the GLE. One thing that’s beyond compare, though, is the X5’s split tailgate. The lower portion serves as a handy backstop to keep cargo from sliding out when the tailgate is open, as well as a bench for tailgate parties. Models with air suspension can also lower the rear end for easier access—BMW even included a button on the tailgate for this.

The X5’s 7,200-pound maximum towing capacity is more than reasonable for an SUV of this size. While an Audi Q7 or Mercedes GLE can tow up to 7,700 pounds, most other competitors are rated for the same or less than the BMW.

As part of its 2024-model-year refresh, the X5 received a curved dashboard display and new operating system, similar to what BMW’s been putting in its other recent models. The curved display consists of a 12.3-inch digital instrument cluster and 14.9-inch infotainment touchscreen, housed under the same curved piece of glass (a head-up display is also available). It runs BMW Operating System 8, with more processing power and greater leeway for adding more software-based features in the future, BMW claims, plus wireless Apple CarPlay and Android Auto.

BMW’s iDrive infotainment system remains fairly intuitive, mainly because it offers so many control options. The rotary controller that’s been a feature of iDrive systems from the beginning remains, but the touchscreen is also easy to use thanks to a streamlined menu layout, with climate controls and a handful of key shortcuts always shown at the bottom of the screen. Voice recognition and steering wheel controls are included as well, along with a gesture control feature that requires the fine motor control of a symphony conductor to use properly.

Unlike so many other automakers that have struggled to find a replacement for traditional round gauges, BMW’s default angular instrument cluster layout is both distinctive and easy to read. A speed readout sits right in the middle, flanked by a secondary speedometer and tachometer that look a bit like left and right arrows. A more prominent fuel gauge is our only ask.

BMW is also adopting some features previously rolled out by other brands, but that nonetheless should make welcome additions. Augmented reality navigation overlays arrows onto a video stream of approaching turns, showing exactly where to go. And digital key connectivity allows a smartphone (iOS or Android) to replace the key fob, with access shareable across up to five devices.

The X5’s standard Active Driving Assistant complement of driver aids includes lane-keep assist, lane-departure warning, blind-spot monitoring, automatic emergency braking, and forward collision warning—but not adaptive cruise control. For that, you’ll need to upgrade to the Driving Assistance Professional Package, which actually leapfrogs to Highway Assistant, a hands-free system that also handles steering at speeds up to 85 mph.

The standard Parking Assistant setup includes Reversing Assistant, which mirrors the steering inputs used to get into a parking space to automatically reverse out of it. An optional Parking Assistance Professional Package adds Active Park Distance Control, a 360-degree camera system, and Maneuver Assistant, an automated parking system that can also be operated remotely via an iPhone.

For the 2025 model year, the X5 earned a Top Safety Pick+ award from the Insurance Institute for Highway Safety (IIHS)—the organization’s highest safety award. That encompasses top scores in both crash tests and front-crash prevention tech. The National Highway Traffic Safety Administration (NHTSA), gave the 2025 X5 a four-star overall safety rating, with four stars in frontal and rollover crash tests, but five stars in side crash tests.

Six-cylinder X5 models are EPA-rated at 25 mpg combined (23 mpg city, 27 mpg highway) whether you choose RWD or AWD. Fuel economy drops to 19 mpg combined (17 mpg city 22 mpg highway) for the V8-engined M60i and 15 mpg combined (13 mpg city, 18 mpg highway) for the high-performance X5 M Competition.

The X5 xDrive50e plug-in hybrid’s 39 miles of electric range is more than you get from Volvo XC90 or Range Rover Sport plug-in hybrids, but less than the 50 miles of the Mercedes-Benz GLE 450e 4Matic. No matter which model you choose, though, BMW’s four-year/50,000-mile new-vehicle warranty is comparable to most rivals.

Pricing starts at $67,475 (all prices include a $1,175 destination charge) for the base RWD X5 sDrive40i; the AWD X5 xDrive40i is $2,000 more. The xDrive50e and M60i start at $74,975 and $90,025, respectively, with the X5 M Competition topping the lineup at $128,375. But that’s before options. Our xDrive40i-derived Silver Anniversary Edition had an MSRP of $81,075 even without features like leather upholstery and the Highway Assistant driver aid.

BMW’s relative lack of standard equipment compared to some rivals is the only real blemish here. When it comes to interior space, driving dynamics, and tech, the X5 doesn’t exceed expectations, but it effortlessly meets them. That makes it a well-rounded vehicle worthy of consideration alongside the competition—and explains the nameplate’s longevity.