BMW is now well into its Neue Klasse era, bringing its new design language and technology to some of its biggest models—the 3 Series, the X3, and more. But few have sparked as much debate as the new X5, which has been the subject of all kinds of online opinions. Some good, some bad.
I’ll admit, I was skeptical, too. The X5 has traditionally been one of BMW’s more conservative models, and I wasn’t sure the Neue Klasse makeover would work here. But despite a few… interesting choices, BMW has managed to pull off something pretty great.
Pros
Great To Drive
Excellent Interior Materials
Panoramic iDrive Is A Slam Dunk
Cons
Not A Looker
Not Enough Buttons
Unnecessary Winged Door Handles
The Least X5 Looking X5 Ever
Photo by: Zander Sutton | Motor1
The new X5 isn’t exactly a looker. Sorry, BMW. It’s noticeably more bulbous than previous X5s, and it struggles to look particularly premium from certain angles. The sloping rear, made possible by ditching the old split-folding tailgate, even gives it a bit of an Acura MDX vibe.
That’s not the only questionable design choice, either. Up front, the new headlights feature an “X” motif that looks suspiciously like the X logo (I’ll always call it Twitter in private). It’s also a bit odd that this design element doesn’t carry over to other Neue Klasse models, particularly the iX3.
Along the sides, traditional door handles have been replaced by little winglets, similar to those on the Ford Mustang Mach-E and the new Volvo EX60. I’m not a fan. I get that these help improve aerodynamics on the electric iX5, but they’re finicky to use and feel like a solution to a problem nobody really had.
Then there’s the rear end. Two separate people replied to my Instagram story to say it looked like a Lincoln MKT. Ouch. Personally, though, I think it’s actually the best-looking part of the car, especially in certain colors. Vancouver Green, I’m looking at you.
A Too-Tech Forward Cabin?
Photo by: BMW
The interior is a bit more of a mixed bag. The X5 gets the same cabin layout as the iX3, new 3 Series, and updated 7 Series. That means BMW’s now-signature single-spoke steering wheel, a massive 17.9-inch trapezoidal touchscreen, and the new panoramic iDrive display that stretches across the base of the windshield. A better M Sport steering wheel is available, at least.
Of those three new features, Panoramic iDrive is easily the winner. It doesn’t obstruct your view out the windshield, feels nicely integrated into the dashboard, and offers enough customization to show you what you actually want without becoming a headache to use. There is one annoying quirk, though: switch into Sport mode, and it defaults to showing performance metrics instead of more useful information like navigation or whatever you’re listening to.
The steering wheel, meanwhile, is probably the biggest miss. It’s smaller than a traditional wheel and has a shape that’s hard to describe. It’s not quite flat-bottomed, but it’s not entirely round, either. Honestly, “squircle” is probably the best way to put it.
Photo by: BMW
Photo by: BMW
Photos by: BMW
The wheel is just awkward to hold, and the abundance of haptic touch buttons means you’ll find yourself looking down at it more often than you would with traditional buttons. So much for keeping your eyes on the road.
The trapezoidal touchscreen is another letdown. Don’t get me wrong, BMW’s iDrive is still miles better than most infotainment systems out there, but it’s getting too complicated for its own good. Too many functions are buried in too many submenus, and making even simple adjustments can feel like a chore.
BMW might call that customization. I’d call it a pain. The lack of physical HVAC controls doesn’t help, either. In fact, the only traditional physical controls in the cabin are for the seats, windows, and gear selector. Even the drive modes have gone digital.
The new X5 also gets an optional passenger display mounted alongside the main screen. It’s another oddly shaped addition that works well enough, but feels more like an unnecessary luxury designed to pad out the options packages than something most people will actually need.
A Material Step Up
Photo by: BMW
Here’s the good news: The new X5’s interior materials are sublime. Pretty much everything you touch looks and feels great, and that goes a long way toward making the cabin feel properly premium. You do get the usual mix of leather and piano-black plastic, though thankfully, the latter is kept to a minimum.
The slate accents are particularly nice. They look great, feel cool to the touch, and add some character to an otherwise fairly tech-heavy cabin. The glass controls aren’t new to BMW, but they’re still a treat to look at and use, even if they lean a little flashy.
There’s plenty of comfort equipment, too. You can get heated, ventilated, and massaging front seats, along with heated and ventilated seats for rear passengers. It’s the kind of stuff you expect in a luxury SUV, and the X5 delivers.
BMW’s updated driver-assistance tech is another bright spot. It worked wonderfully on Southern California’s highways, handling traffic with ease. If you’d rather let the car do some of the work instead of embracing the whole “Ultimate Driving Machine” thing, it’s well worth using. The AI assistant is less impressive, though. It still struggles to understand some commands, which takes away from the otherwise polished experience.
An X5 That Drives Like A Luxury Car
Photo by: Zander Sutton | Motor1
The 2027 BMW X5 gets a familiar powertrain: a turbocharged 3.0-liter inline-six making 394 horsepower and 390 pound-feet of torque. For now, the X5 40 is the only version available in the US, though BMW says a V8 model is on the way. Power goes to all four wheels through an eight-speed Steptronic automatic, good for a 0-to-60-mph time of 5.1 seconds and a top speed of 130 mph.
But the best part of the new X5 has nothing to do with its specs. It’s how the thing drives.
Despite gaining roughly 150 pounds over the outgoing model, the X5 feels planted and composed through corners, with very little noticeable body roll. The B58 inline-six is as responsive as ever, though I wouldn’t complain about a little extra power, especially when the electric iX5 boasts 570 horsepower.
BMW has also finally sorted out the X5’s ride quality. Gone are the days when even the base model felt unnecessarily firm. The new X5 isn’t exactly soft and floaty, but it’s noticeably more comfortable than its predecessor. Even in Sport mode, it doesn’t feel like it’s desperately trying to be an M car. It strikes a much better balance between comfort and performance, which is exactly what a luxury SUV should do.
Verdict: Change For The Better
Photo by: Zander Sutton | Motor1
Everything about the new X5 feels more grown-up from behind the wheel. Rather than trying to be an M car lite, BMW has found a nice balance between being the Ultimate Driving Machine and the Ultimate Comfort Machine. And honestly, that’s exactly where the X5 should be.
Pricing starts at $74,200 with destination, about $1,500 more than the outgoing model. That’s not a bad jump for a new generation of German luxury SUV, though don’t be surprised if the price climbs into six-figure territory once you start checking boxes on the options list.
It’s a shame the new X5 looks the way it does, because this is an SUV that drives considerably better than it looks. Still, I can’t help wondering how its traditionally conservative buyers will react to all the changes BMW has made. The driving experience is a clear improvement, but I’m not sure the same can be said for everything else.
BMW X5 Rivals
Audi Q7
Mercedes-Benz GLE
Volvo XC90
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| 2027 BMW X5 | |
| Engine | Turbocharged 3.0-Liter Inline-Six |
| Output | 394 Horsepower / 428 Pound-Feet |
| Transmission | Eight-Speed Automatic |
| Drive Type | All-Wheel Drive |
| Speed 0-60 MPH | 5.1 Seconds |
| Maximum speed | 130 Miles Per Hour |
| Weight | 4,998 Pounds |
| Efficiency | 24 City / 28 Highway / 26 Combined |
| Seating Capacity | 5 |
| Cargo Volume | 27.3 / 67.7 Cubic Feet |
| Base Price | $74,200 |
