BMW has been selling almost the same recipe for twenty-seven years. Now the X5 has a plug-in (the new BMW iX5), a 141 kWh battery and a range that puts many a sedan to shame. But behind every number that impresses, there's another that raises an eyebrow. Especially the one on the scale.
In 1999, BMW invented a completely new class of car. The X5 was the first so-called SAV (Sports Activity Vehicle), a large, raised vehicle that drove like a real BMW and not like a wardrobe on wheels. The recipe was so good that it was copied all over the world, and so successful that the brand did not dare to change it significantly for almost three decades.
Now that's changed. The fifth generation of the X5 (internally codenamed G65) also offers a fully electric version for the first time in history, called the iX5 60 xDrive. And this is no half-hearted attempt. It's the most ambitious electric SUV Bavaria has ever put on the road – equipped with the largest battery pack BMW has ever installed in a production car.
A battery that makes the competition sweat – the new BMW iX5 – is the champion here
Let's start at the heart of the vehicle. The iX5 boasts a battery with a usable capacity of 141 kWh for the European market (and 144 kWh for the US), which is the largest battery pack in any BMW to date. By comparison, its main rival, the electric Porsche Cayenne, has to make do with a significantly smaller package.
The result is a range that sounds almost frivolous. According to the official WLTP test cycle, the iX5 is expected to travel between 645 and 845 kilometers on a single charge, depending on the choice of wheels and equipment. Consumption is officially listed at between 20.1 and 23.9 kWh per 100 km – which is decent for a Triton giant, although the car won't break any efficiency records with it.
The key trump card of this chapter is charging. Thanks to the 800-volt architecture, summarized in the platform technology New Class, the iX5 accepts up to 460 kW of power at fast charging stations (DC). In practice, this means charging from 10 to 80 percent in just 23 minutes, which is almost magic for such a large battery. It charges with alternating current (AC) at up to 22 kW, and also allows for bidirectional charging (bidirectional), which can power the house or external devices. A small but handy detail: the front trunk (so frunk) measures 53 liters – just right for storing charging cables without cluttering the main luggage compartment.
The only caveat? These 460 kW are more of a promise for the future than an everyday reality today. Most European fast chargers still offer a maximum of 350 kW, so the iX5 will only show its full potential when the charging network catches up.
The power is there, but physics remains relentless
Under the sheet metal, two electric motors provide the drive: an asynchronous one on the front axle and an electromagnetically excited synchronous one on the rear axle – a classic xDrive all-wheel drive concept. Together, they develop 425 kW (578 hp) and a mighty 805 Nm of torque.
The numbers on paper promise fireworks: 0-100 km/h acceleration in 4.6 seconds and a top speed of 210 km/h. For a car of this size and weight, that's incredibly fast. But here begins the first major contradiction of this electric giant.
Bizarre chapter: almost three tons of good upbringing
Let's look at the scale, because this is the most surprising and at the same time the most sobering number. The iX5 60 xDrive weighs around 2,900 kg. This is not a typo. We are talking about a passenger car that weighs almost as much as two Volkswagen Golfs stacked on top of each other.
This puts the iX5 at the top of the list of the heaviest BMWs ever. And here's the icing on the cake: when fully loaded, it comes dangerously close to the 3.5-tonne limit, which in many countries already requires a category C driving license (for trucks). BMW narrowly missed this limit - which the British media jokingly described as a "small victory".
The Bavarians have built an electric SUV with the range of a sedan and the mass of a small rhinoceros – and somehow they've managed to make both of those figures sound like a compliment.
To help manage that much weight, engineers have given every iX5 air suspension on both axles and adjusted damper geometry. Four-wheel steering is also available (Integral Active Steering) by turning the rear wheels up to 3.2 degrees, which reduces the turning circle to 12.1 meters. That sounds great until you remember that 12.1 meters is still not exactly the agility of a small city car. It's an electronic stunt that hides the mass extremely well - but still doesn't erase it. Physics is physics.
A design you'll either love or hate
Now, let's get to the topic that's sure to stir up some online commentary. BMW calls the new design direction "monolithic" - it's upright, flat and free of unnecessary lines. The front end is adorned with vertical, illuminated kidney grilles and new double-X light signatures. These are bold, to say the least. Many will recognize them as the logo of the social network X (formerly Twitter), which was probably not the designers' original goal.
You'll be looking in vain for classic door handles on the sides. Following the example of some competitors, BMW has introduced hidden, button-operated door opening via so-called flaps. Elegant? Sure. Practical in the middle of winter with thick gloves? We'll see.
But the biggest surprise is something that's gone. The X5's legendary two-piece tailgate - the one you could sit on for a picnic or put down a heavy load - is gone. BMW says it was sacrificed in favor of better aerodynamics (the drag coefficient is a low 0.29) and more optimal space design. Loyal X5 buyers will no doubt miss it.
On top of that, there's a complaint that accompanies almost every new model from the brand: the iX5 looks like a smaller iX3 under a magnifying glass. Deliberate design similarity is a tried-and-tested marketing strategy, but to some this caution will come across as a lack of design courage.
The interior is a winner – with one caveat
If the exterior is divisive, the interior is a hit. The 17.9-inch touchscreen takes center stage, complemented by a Panoramic iDrive, which projects information across the entire width of the windshield. For an additional fee, the front passenger can enjoy their own 14.6-inch screen, while premium materials (including stone veneers borrowed from the prestigious Rolls-Royce brand) take the feeling of luxury to a whole new level.
There's plenty of space. The boot offers 655 litres of capacity, which increases to 1,850 litres with the seats folded. The iX5 can also tow a trailer weighing up to 2,700kg, making it one of the most practical electric towing machines on the market – ideal for transporting a horse trailer or sailboat. The only serious downside in terms of practicality is the lack of seven seats. If you need three rows of seats, you'll have to look towards the Volvo EX90 or Kia EV9.
Smart platform or convenient compromise?
The most controversial technical decision is hidden a little deeper. The iX5 is not built on a dedicated electric platform, but on a modified CLAR architecture that supports gasoline, diesel, hybrid, electric and even hydrogen powertrains simultaneously. BMW proudly talks about “technological openness” and five different powertrain options within one model.
A cynic would say otherwise: it's mostly business insurance. If demand for electric vehicles declines, the Spartanburg plant won't survive, as it can continue to build gasoline versions of the X5 on the same assembly line. That's a smart move for BMW shareholders, but perhaps a little less appealing to a buyer who's shelling out a premium for a car that shares its underpinnings with a conventional diesel.
Conclusion: a master of contradictions who is hard to say no to
And so we are back where we started – with contradictions. The new BMW iX5 is both one of the most stunning and one of the most unusual cars of the year. It offers a range that electric vehicle owners could only dream of five years ago, a charging speed that surpasses almost all competitors, and an interior that is hard to fault. The first impressions of the professional media after driving the pre-production examples are unanimous: despite its enormous weight, the car drives calmly, smoothly and with a noticeable sporty note, as befits this brand.
And yet: almost three tons of mass, a shape that will divide families at Sunday lunch, the loss of the recognizable tailgate and a multi-drive platform that is more of an economic decision than an engineering ideal – all these are compromises that are simply noticeable at a starting price of 102,800 euros (for the German market). Admittedly, this is not a small amount, but in a luxury class, where the Porsche Cayenne and Mercedes-Benz EQS SUV also compete, the price does not even stand out.
Personal opinion? The iX5 is both exciting and bewildering. Common sense tells us that it is too heavy, too big and overly designed. But when we look at the data on the 845-kilometer range and only 23-minute charging, common sense goes silent. BMW has created an electric SUV that can do things that were considered technically impossible until recently. If you are willing to overlook a few quirks (especially the one on the scale), you will get one of the most powerful large electric cars on the market. It will hit European roads on March 6, 2027. Until then, I recommend some exercises to strengthen your spine – not for the driving itself, but for the moment when you see the final price and total weight on the same sheet of paper.
