2027 BMW X5 Reviews, Pricing & Specs

For this generation, the X5 shares its styling with the all-electric variant iX5, meaning it also looks like an enlarged version of the iX3, the first EV in BMW’s Neue Klasse (German for new class) family of electric models.

The Neue Klasse name references an influential line of cars BMW launched in the 1960s, and as with that line, distinctive styling is on the menu. The boxiness of previous generations has been softened with C-shaped fenders and a hood with a deep crease down the middle. The profile is more streamlined, too, and BMW’s signature twin-kidney grille takes on the small, narrow form it had on the original Neue Klasse models. That, and the high-mounted horizontal taillights give the new X5 a distinctive look that makes a clean break from previous generations.

Not everything works well, though. The smaller grille leaves a lot of space on the tall front end that designers didn’t seem to know how to fill. The grille’s illumination is also a bit tacky, as are the X-shaped headlights. Those can be reconfigured into a more conventional shape, though. The winglet tabs that replace conventional door handles would be cool if Ford hadn’t already done something like them on the Mustang Mach-E years ago.

BMW is offering 10 wheel designs, with 21-inch wheels standard and 22-inch and 23-inch wheels optional (the latter is a first for the X5). An optional M Sport Package adds sportier exterior styling elements, M-specific 21-inch wheels, and dark blue brake calipers. The M Sport Package Professional swaps in 22-inch wheels and red brake calipers, as well as darkened exterior trim.

The interior is as radically different as the exterior, mostly to accommodate new tech features. BMW’s Panoramic Vision display serves as the border between the dashboard and the windshield, and there’s a parallelogram-like touchscreen below it that’s much more stylish than the tacked-on screens in so many other cars. New steering wheels (a leather-wrapped sport wheel is part of the M Sport Package Professional) have two vertical spokes and molded grips. They look futuristic but are also very satisfying to use.

Imaginative materials also set the X5’s cabin apart. The parking-brake and hazard buttons are made from slate, and the gearshift toggle, volume scroll wheel, and seat controls can be optionally made of crystal. Alcantara door-panel trim is also available, along with traditional Merino leather upholstery (Veganza artificial leather is standard).

BMW is launching the redesigned 2027 X5 with two powertrains. A turbocharged 3.0-liter inline-six is used in the rear-wheel-drive (RWD) X5 40 and all-wheel drive (AWD) X5 40 xDrive, coupled to an eight-speed automatic transmission. The engine runs on the Miller cycle to improve efficiency and is teamed with a 48-volt mild-hybrid system to further reduce fuel consumption. But output is still 394 horsepower and 428 pound-feet of torque, which is 19 hp and 45 lb-ft of torque more than in the outgoing X5. BMW estimates a 5.1-second 0–60 mph time, while the top speed is electronically limited to 155 mph.

The X5 50e xDrive plug-in hybrid retains the inline-six and eight-speed automatic, but with an electric motor housed within the transmission. The motor is powered by a 26.5-kilowatt-hour battery pack housed under the floor. Total system output is 483 hp and 516 lb-ft, getting the X5 plug-in hybrid from 0–60 mph in a BMW-estimated 4.6 seconds. Top speed is 155 mph in hybrid mode and 87 mph in electric mode.

Unlike the rival Mercedes-Benz GLE (which gets a refresh but not a full redesign for 2027), the X5 is not available with a V8. And a V8-powered GLE 580 4Matic is a few tenths quicker to 60 mph. But the X5 40 xDrive and X5 50e xDrive can out-accelerate their counterparts in the GLE lineup. The redesigned 2027 Audi Q7—powered by a twin-turbo 2.9-liter V6—beats the non-hybrid X5.

Adaptive damping is standard, and BMW claims an ideal 50/50 front/rear weight distribution that’s long been a hallmark of its cars. Air suspension with adjustable ride height and self-leveling is optional. The plug-in hybrid can be equipped with an active anti-roll system and four-wheel steering, too.

We drove an X5 40 xDrive with the optional air suspension and came away impressed with its handling. It showed impressive poise in corners, with little drama and very high grip limits for a non-performance vehicle, without compromising everyday comfort. The steering was precise and quick to respond to even a small twitch of the wheel. It’s a reminder of how BMW earned the tagline Ultimate Driving Machine.

In addition to being sportier than expected, the X5 is also a true luxury SUV. The inline-six is wonderfully smooth and free of vibration, without the harsh edge that V6 engines can sometimes have. The ride isn’t overly firm despite the emphasis on body control for handling, and the cabin is very quiet, even at highway speeds.

The 2027 X5’s standard heated sport seats have more cushioning in the seat and backrest areas than the 2026 model’s base seats, according to BMW. They certainly didn’t wear us out during a long day of driving and have enough bolstering to keep occupants in place during spirited driving without feeling constricted. Ventilation and massage are available with the optional multifunction seats, which are included with the Luxury Seating Package or the Climate Package.

Rear-seat comfort was above average, thanks to well-defined elements that provide more support than the flat cushions of many other vehicles. A 2.4-inch wheelbase stretch increases knee room, according to BMW, but the automaker wouldn’t quote a legroom figure. Magnetic phone mounts affixed to the backs of the front seats are a useful touch, while standard soft-close doors further add to the feeling of luxury.

The new X5 is three inches longer than the 2026 model, but cargo space shrinks by 6.6 cubic feet with the standard 40/20/40 rear bench seat in place and 4.6 cubic feet with the rear seats folded, to 27.7 cubic feet and 62.7 cubic feet, respectively. That puts the new X5 behind many of its rivals. Furthermore, BMW abandoned the split tailgate that’s been a signature feature of the X5 since its launch. The split tailgate provided a handy backstop for items that may have slid to the back of the cargo area, but other midsize luxury SUVs have admittedly gotten along well enough without it.

Some rivals, including the Acura MDX, the Audi Q7, and the Mercedes-Benz GLE, offer third-row seats, but BMW doesn’t.

BMW’s new infotainment concept combines the display-only Panoramic Vision screen at the base of the windshield with a 17.9-inch central touchscreen and optional 14.6-inch front-passenger touchscreen. The idea here is that the Panoramic Vision display sits high enough to stay within the driver’s line of sight, so it’s used to show vital information such as speed and navigation directions. Controls are handled by the touchscreen, including deciding which widgets the driver wants on the Panoramic Vision display (they can even have a tiny image of a BMW art car).

The Lincoln Nautilus has a similar layout, but BMW’s display has a 3D effect that makes it a bit sharper. The graphics on the touchscreen are also much improved over the previous X5's infotainment system. The panoramic display is also easier to read at a glance than a conventional instrument cluster, where lots of information is crammed into a small space that the driver has to look down to see. However, the sheer number of functions made the touchscreen difficult to use. Everything seemed to require tapping and swiping through multiple menus not because BMW’s UI designers were being deliberately obtuse, but because so many things had to be included.

BMW’s own voice recognition system helps cut through some of this confusion. It can pull up specific menus, control some in-cabin functions, and can offer proactive suggestions, according to BMW. Start driving vigorously on a twisty road, and the system will ask the driver if they'd like to switch into Sport mode. The software is based on Amazon Alexa+ AI, so commands can also be sent to a synced Alexa home device. That’s assuming the computers can hear them, and that there’s sufficient connectivity for them to properly interpret the speech.

Wireless Apple CarPlay and Android Auto are still supported, along with digital key functionality through the My BMW app. A head-up display is optional, as is an 18-speaker Bowers & Wilkins audio system (an unbranded 12-speaker system is standard). The optional system is the first in a BMW to incorporate Dolby Atmos tech.

The X5 comes standard with typical driver-assistance features such as lane-keep assist, blind-spot monitors, cross-traffic alert, forward-collision warning, automatic emergency braking, evasive-steering assist, adaptive cruise control, automated lane centering, and safe-exit assist that can prevent doors from opening when traffic or cyclists are approaching.

New for 2027 is BMW’s Symbiotic Drive software, which analyzes the driver’s behavior to determine their intention, and allows the driver to continue making inputs while systems are active instead of having to fight them or causing them to deactivate. For example, if the driver makes a deliberate steering input to change lanes without signaling, and is looking in the right direction, the car will simply activate the turn signal rather than try to pull itself back into its lane.

Also available is Highway Assistant, which enables hands-free driving at speeds up to 85 mph on certain highways. The system can also execute lane changes, and all the driver has to do is glance at the exterior mirror for a given lane. We found that the system wouldn’t do this without a specific reason, such as a slower car ahead or the need to shift lanes to reach an exit. In harsh late-afternoon sunlight, the driver-attention monitoring system (consisting of a camera and infrared sensors) also lost track of us and issued multiple distraction warnings in quick succession. Even when working properly, we found the system to be very strict, only allowing the driver to look directly ahead.

A suite of park-assist features is also available. There’s a surround-view camera system with curb, 3D, and carwash views. Maneuver Assistant can automatically retrace a car’s path out of driveways or parking spots for up to 600 feet. A semi-automated parking system is also available, and can be activated remotely using the My BMW app.

Because the X5 has been redesigned for 2027, crash-test ratings from the Insurance Institute for Highway Safety and the National Highway Traffic Safety Administration were not available at the time of writing.

Complete EPA fuel economy ratings were not available at the time of writing. We do know that the AWD 40 xDrive model is rated at 26 mpg combined (24 mpg city, 28 mpg highway). That’s an increase of 1 mpg in each category over the equivalent 2026 model. BMW estimates 44 miles of electric range for the 50e xDrive plug-in hybrid, four miles more than the 2026 model.

Pricing starts at $71,250 for the base RWD X5 40 model (all prices include a $1,450 destination charge). The AWD X5 40 xDrive starts at $72,650, and the X5 50e xDrive starts at $78,950. Our X5 40 xDrive test car was loaded with options, including air suspension, the Bowers & Wilkins audio system, Merino leather upholstery, the front passenger screen, additional driver-assistance features, and extra-cost paint and wheels. That brought its as-tested price to just under $87,000.

While not a stellar value, the X5 is priced reasonably for a freshly redesigned midsize luxury SUV. It costs about the same as the Audi Q7, which is also redesigned for 2027, but Audi includes AWD and a third row as standard. The base X5 costs less than a six-cylinder Mercedes-Benz GLE (a cheaper four-cylinder model is also available), but Mercedes also offers AWD as standard. Like the BMW, the Audi and Mercedes have loud styling and lots of screens.

Older models such as the Acura MDX, the Genesis GV80, the Lexus RX, the Lincoln Nautilus, and the Volvo XC90 are all available for less money. The Acura and the Lexus struggle to match the BMW’s premium look and feel but have solid reputations for reliability. The GV80 and XC90 are great alternatives for those who want a traditional luxury experience with less emphasis on tech, while the Nautilus splits the difference in that regard. Nonetheless, the X5 is an impressive new entry that rethinks what BMW’s original SUV can be.