BMW just revealed the all-new X5 and it’s the most significant addition to the lineup in the model’s 27-year history: the iX5, the first battery-electric X5 ever made.
Ahead of today’s announcement, I got an early look behind the scenes at BMW’s Spartanburg plant in Greer, South Carolina — the world’s largest BMW Group factory — and there’s a lot to unpack with this ‘Neue Klasse’ leap forward for the automaker’s flagship SUV.
A sportier X5 that hides its size
The redesign looks noticeably sportier than the outgoing X5 model and does a surprisingly good job of hiding just how large this car actually is. A lot of that comes down to the new front end, which BMW has reshaped with what it calls Iconic Glow kidney grilles.
They’re now slimmed down and vertical, flanked by new double-X light icons that consolidate the low beams, daytime running lights, side lights, and turn signals into one unified element. They stay lit day and night, and the effect is aggressive and futuristic without crossing into the overdone territory some recent BMWs have drifted toward.
The back is just as strong. Slim rear lights span nearly the full width of the car, echoing the double-X theme from the front. Together, the whole design reads as a cohesive package rather than a collection of individual styling choices.
BMW has also made the switch to flush-mounted Winglet door handles, which do a lot to clean up the side profile. With the optional Luxury Package, a light touch opens or closes the doors automatically, and you’ll also be able to control them using the digital screen inside.
435 miles and an 800V backbone
The iX5 60 xDrive launches on BMW’s new Gen6 platform, an 800V architecture first introduced in the new iX3. It brings a massive 144 kWh cell-to-pack battery using new cylindrical cells that BMW says deliver about 20 percent more energy density than the previous generation. Combined output is 570 hp and 593 lb-ft of torque, with an estimated 0–60 mph sprint in 4.4 seconds.
BMW is estimating 435 miles of range. That puts the iX5 just shy of current class giants like the Cadillac Escalade IQ (465 miles) and the Lucid Gravity (450 miles). Crucially, both of those start well north of $100K, while the iX5 delivers comparable real-world usability starting just under $80K. It’s also worth noting that BMW has a history of conservatively underreporting their performance numbers, so it’s quite possible the production iX5 ends up matching or beating its EPA estimates.
On charging, the Gen6 system supports up to 460 kW DC fast charging, meaning a 10-to-80 percent top-off takes just 22 minutes, or an estimated 170 miles of range in as fast as 10 minutes. A standard NACS charging port is included, and the iX5 supports full bidirectional capability, including Vehicle-to-Home power during a grid outage.
The cabin: Familiar ground, significantly upgraded
Having spent time in previous X5s, stepping inside the new cockpit felt familiar, but the new multi-screen layout is a big step up and an interesting approach we haven’t really seen in this segment.
Instead of one continuous, blocky wide display running straight across the dashboard like most luxury brands have recently opted for, the main interface is an asymmetric, 17.9-inch touch display angled ergonomically toward the driver.
Above it, and what I found most interesting, is the shorter Panoramic Vision display, which runs across the full base of the windshield. Speed and navigation stay anchored on the driver’s left, directly within your natural sightline, while the center and right sections are fully customizable.
You can seamlessly drag and drop widgets directly from the Central Display over to the windshield line for whatever you want at a quick glance, such as weather or real-time driving stats.
Almost no physical buttons, and why that’s (mostly) fine
That said, the new X5 lineup makes one interior pivot I know some traditionalists won’t love. Outside of the steering wheel controls and the center console gear selector area, physical buttons have essentially been eliminated.
Testing it out, I didn’t have any major usability issues. The quick-control touch shortcuts at the bottom of the main screen for climate control, media, maps, and phone functions are highly responsive and easy to muscle-memorize. However, adjusting the direction of the physical climate vents is now buried behind a digital menu screen, which takes a few extra taps to adjust.
While this creates an incredibly clean, uncluttered cockpit, it does place a massive bet on system reliability. If software gets buggy or a screen freezes, you could potentially lose snappy access to key interior functions.
Two screens instead of one, and why that makes sense
Maybe the biggest inside surprise is the optional Passenger Screen package. This adds a separate 14.6-inch full HD display for the front passenger, giving them isolated access to streaming apps like Disney+ or YouTube, gaming via AirConsole, and independent video conferencing on the move.
While a lot of automakers are chasing a single, giant glass dashboard, splitting the screen real estate makes sense here. It gives the passenger a true, uninterrupted entertainment setup without crowding or distracting from the driver’s primary layout.
Naturally, safety is a concern, so BMW built in parameters to prevent driver distraction: Video content will only play if a passenger is actively buckled into the seat, and an interior camera continuously monitors the driver’s gaze. If the camera catches the driver glancing over at the movie for more than a second or two, the screen dims automatically.
This Passenger Screen tech isn’t exclusive to the X5, either. It recently debuted as standard equipment on the facelifted 7 Series and i7 luxury sedans, and the upcoming next-gen X7 is widely expected to receive it next. If you spec the package on the X5, BMW bundles four years of its Digital Premium data plan at no extra charge to handle all the streaming bandwidth.
M Sport package and air suspension
The model I spent time with was fitted with the optional M Sport Package, which sharpens the look with an aggressive M Aerodynamics package, high-gloss Shadowline trim, unique 21-inch wheels, and robust M Sport brakes clamped by Dark Blue metallic calipers.
Underneath, the car featured the optional adaptive two-axle air suspension. It includes a self-leveling system that can raise the chassis by 20mm for rough road clearance, or drop it down by 40mm when parked to make loading gear and stepping inside easier.
Pricing and availability
The all-electric iX5 60 xDrive starts at $79,800, plus a $1,450 destination charge. For buyers looking at the broader lineup, options start at $69,800 for the rear-wheel-drive gas X5 40, $72,100 for the 40 xDrive, and $77,500 for the plug-in hybrid 50e xDrive.
The rollout begins this October 2026 with the initial launch of the X5 40 xDrive. The iX5 60 xDrive and plug-in hybrids are all scheduled to follow in the first quarter of 2027.
Going EV is now an upgrade, not a compromise
For its initial unveil, I didn’t have the opportunity to drive this yet, but I’m very curious to see how well this all-electric full-size SUV performs. The real test will be seeing if it successfully carries over the sharp, confident driving characteristics the X5 has been known for since 1999, all while putting that massive 435-mile range estimate through its paces.
Ultimately, the biggest takeaway here is BMW giving buyers more choice than ever. By embedding next-generation ‘Neue Klasse’ digital tech and a powerhouse EV drivetrain directly into their most-iconic existing nameplate, BMW is making electrification feel like an upgrade rather than a compromise which should hopefully speed up EV adoption and push innovation further.