2025 BMW X5 xDrive50e M Sport PHEV

Dual Character

In this line of work, we review everything from basic econoboxes to cars with multi-million peso price tags. We can go from one week driving an SUV, then we move on to a hybrid. Afterwards, we even find ourselves behind the wheel of a sports car.

I just found out there’s a vehicle that can do all three - the BMW X5 xDrive50e PHEV.

It’s been almost 26 years since BMW introduced the X5, and it continues to be an instrumental model in the brand’s lineup. The first-generation E53 gave birth to the term “Sports Activity Vehicle”, and now this fourth-generation G05 has been picked as the first model to represent BMW’s take on plug-in hybrid vehicles in the country.

I’m a bit skeptical, as this particular generation of the X5 is no spring chicken either. The platform has been around since 2018, and it’s already been fitted with a lengthy list of powertrains under its hood throughout its current model lifespan. From diesels to V8s, there’s even a hydrogen fuel cell powered version called the iX5 that’s being sold in other countries.

Then again, the X5 does a good job of hiding its platform’s age. Partly because the xDrive50e PHEV comes as the LCI or life-cycle impulse – Bimmerspeak for mid-cycle refresh or facelift that was rolled out in 2023 - and mostly because the X5’s design in itself has gone through more of an evolutionary than revolutionary change throughout the years.

Much like how Porsche does it with the iconic 911, BMW chose to keep the X5’s current silhouette close to the original. While it’s somewhat hit or miss these days for BMW in the looks department for their other models, the same can’t be said for generations of the X5. It’s always been a good-looking SUV in my opinion, especially with this model that comes with the M Sport package that makes it look more athletic. The added bonus is that the signature kidney grille even lights up at night, as it comes with the “Iconic Glow” feature.

The perceived volume can also be quite deceiving, thanks to the visual proportions of the vehicle. At first glance, you’ll think the X5 looks just as big as a current-generation CR-V. But as I found out the first time I parked the X5 in our garage at home, it is actually longer and wider than a current-generation Ford Everest.

Likewise, stepping inside the X5 does give the impression of entering a much smaller crossover. Don’t get me wrong, there’s no problem when it comes to space. Head, leg, and elbow room are not a problem at the front and rear, and it’s more of BMW’s driver-focused execution in making you feel connected to the car.

As expected from a luxury SUV, the Sensafin leather on the touch points feels great, and finding the proper driving position is easy-peasy with the power seats that have adjustable bolsters and thigh support, as well as power tilt/telescopic function in the steering column. The second row also gets privacy blinds for, er, privacy, but I’m quite surprised this X5 does not have a panoramic sunroof.

When it comes to cabin controls, however, the X5 is touchscreen-dependent. While the display screen quality is sharp on both the instrument and infotainment, BMW could have added physical buttons for simple functions such as climate control. While there’s an iDrive knob in the center console, you still have to look at the screen to dig in at the submenus when adjusting fan speed and temperature.

Smartphone connection through Apple CarPlay and Android Auto is a breeze, and it integrates seamlessly into the digital cockpit. The Harman Kardon sound system comes as standard, and the aural quality is indeed amazing.

Like previous generations of the X5, the xDrive50e has a split tailgate design with power functions on both the upper and lower parts. It’s also nice that it has a button that lowers the ride height for easier loading or when you wanna hang out at the back of the X5. Since it’s a PHEV, there’s slightly less cargo space at the back compared to the diesel. But even so, you can still put in things up to 41 inches long, 44 inches wide, and up to 30 inches tall. Fold the rear seats, and the cargo length extends up to about 66 inches.

And now, on to my favorite part of the X5 – the powertrain. Powering the xDrive50e is a 3.0-liter, inline-six turbo called the B58. If that rings any bells, then what you’re thinking is right. It belongs to the same modular engine family as the M240i, M340i, and, well, the BMW, or rather Toyota GR Supra.

There are some slight differences underneath the skin as the X5’s 3.0-liter mill uses a Miller cycle for combustion to get better efficiency at the expense of outright power. Well, the slight penalty in performance is negated as the integrated electric motor pushes the outputs to 489 PS and 700 Nm of torque. And boy, did my eyes beam with pride every time I tried to unleash those on the road.

When the BMW drive mode is set to Sport, the X5 simply comes alive. The soundtrack of the silky smooth inline-six can be quite addicting, especially as you reach the higher RPMs. You’ll forget you’re driving an SUV that weighs almost two and a half metric tons as it picks up triple-digit speeds in no time. The weighted steering and sure-footed traction from the xDrive all-wheel-drive system are simply bonkers and confidence-inspiring.

As you’re having fun behind the wheel, the Sport mode rather does another nice purpose – it charges up the batteries so you can go on full electric for longer when you decide to keep things quiet later on. During my time with the X5, I was able to add about 14 km of electric range while I was having a blast in Sport mode.

When I finally switched to Electric mode, the X5 was still no slouch and the electric motor seemed to handle the heft easily. The blue indicator on the dash says I can even go past 100 km/h in electric mode alone, so the tranquil character experience isn’t limited to just city driving. The default mode is Hybrid, but even that mode prioritizes battery power. The 3.0-liter mill refused to kick in unless I pressed really hard on the throttle.

The PHEV system keeps the X5 reliant on battery power until the juice runs out, which works wonders when it comes to fuel economy. I was able to do 12.1 km/l with the X5, and that’s indeed a good efficiency number considering its curb weight and an inline-six packing almost 500 horses under the hood. Those numbers were achieved with very little juice in the batteries, so I reckon the efficiency would even be better if I had the X5 plugged in and had a full charge most of the time.

Up to this point, the X5 has been really impressive with its plug-in hybrid powertrain but it does come with a few compromises, too. For one, the ride is comfortable most of the time, but it won’t be all that plush. It’s geared more towards the firm side of things despite having air suspension, and the 21-inch staggered wheels with low-profile, run-flat tires can only do so much when it comes to cushioning and road noise.

The Driving Assistant Professional gives you an alphabet list of advanced driving assists which works great for the most part, but I wouldn’t recommend having all of the assists turned on with the state of traffic that we have. One of the things I turned off was the side collision warning that is made to prevent sideswipes by tugging the wheel when a motorcycle gets too close to your side. But as expected, when those instances happen too frequently, it becomes more of a bother.

Nevertheless, I’d still give the X5 a job well done for what it is and for representing the next step for BMW Philippines’ electrification efforts going forward. At PHP 6,990,000, the X5 PHEV is actually a few million pesos cheaper than the outgoing diesel so it’s an attractive welcome for premium car buyers in switching to electrified versions. It’s seriously quick, surprisingly frugal, and versatile. It’s one of the rare occasions when you can actually check all three in a single vehicle.

Some manufacturers have alienated their loyal fanbase by changing their vehicles too much when introducing new technology. But with the X5, you can choose between ICE, plug-in hybrid, or full-electric propulsion, and the car would still feel and drive like a BMW.