Tested: 2024 BMW X5 xDrive50e Brings Higher Numbers All Around

The hybridization of the BMW X5 proceeds apace. The addition of a 48-volt hybrid-assist system means that the standard six-cylinder X5, the hi-po V-8 version, and even the X5 M are all technically hybrids. The plug-in-hybrid X5 remains the gas-electric headliner, however, and for 2024, BMW has brought significant enhancements to both sides of the PHEV X5’s bifurcated powertrain.

A turbocharged 3.0-liter inline-six again forms the basis of the PHEV’s powertrain, but it’s been significantly revamped. The revised six operates on the Miller combustion cycle, and the redesigned head has an integrated exhaust manifold with its variable camshaft timing now actuated electronically. The electric motor, which is integrated into the transmission housing, is also more muscular than before and is good for 194 horsepower, an 83-hp increase. The new grand total is 483 horsepower, and total torque is up as well, to 516 pound-feet.

The bigger pony count under the hood brings a bigger number on the PHEV’s liftgate. The BMW X5 plug-in hybrid trades its former xDrive45e designation for xDrive50e. To avoid confusion (with BMW model names? Impossible!), the V-8 version ratchets up from M50i xDrive to M60i xDrive. As the “xDrive” part of the badge indicates, all-wheel drive is standard here (as it is on all X5s save for the base sDrive40i).

A larger battery, now 25.7 kilowatt-hours, increases the EV driving range from an EPA-estimated 30 miles to 38. The battery also recharges at a faster rate, 7.4 kilowatts, twice as speedily as before. Despite the beefier battery, the 2024 X5 weighed in at 5473 pounds, roughly 150 pounds slimmer than the 2021 model. Cue supportive clapping.

With more muscle on both sides of the equation, the plug-in-hybrid X5 is considerably quicker than before. In the 60-mph sprint, it just ducked under the 4.0-second mark at 3.9 seconds—or 4.6 seconds from a rolling 5-mph start. That’s substantially better than the plug-in X5 with the previous powertain, which needed 4.7 seconds to reach 60 mph (or 5.8 seconds from 5 mph). The latest X5 PHEV also blasted through the quarter-mile in 12.5 seconds at 110 mph, an improvement of 0.9 second and 8 mph.

The pace of change is even more impressive if you look back to the original X5 plug-in hybrid, which debuted for 2016 in the previous-gen model. That xDrive40e combined a turbo 2.0-liter four with a 111-hp electric motor for 308 total horsepower, a 6.2-second 60-mph time, and 14 miles of range.

Subjectively, the xDrive 50e does a good job blending its two sources of motivation. In EV mode, which is good to 87 mph, acceleration is sometimes accompanied by a spacey soundtrack, though that’s defeatable, should a driver have the patience to go spelunking through the setting menus. Brake-pedal feel could be better, but stops from 70 mph were commendably short at 160 feet.

Air springs are standard on the xDrive50e, but the PHEV is denied the adaptive dampers available on other X5 models. It could use them. The trick dampers might help the suspension take some of the edge off sharper bumps, which are telegraphed faithfully to the cabin—no doubt due in part to the optional 21-inch wheels and run-flat tires (size 275/40R-21 up front, 315/35R-21 at the rear) on our test car. The firm chassis does keep a tight rein on body motions, however.

Another chassis feature unavailable on the PHEV is rear-wheel steering (BMW’s Integral Active Steering). We hardly consider rear-wheel steering to be a must, but we do wish the standard setup had the natural effort buildup and solid sense of on-center that used to be a given at BMW. This inert helm was something of a letdown, as was its severe understeer at the limit, which limited maximum cornering around our skidpad to just 0.82 g. That’s firmly in all-season-tire territory.

The X5 now can be had with the Highway Assistant driver-assist system that made its debut on the 7-series. Part of the $2100 Driving Assistance Professional package, the system is highly accomplished at self-steering, even when we tried it out on the challenging curvy sections of New York’s Route 17, and it can perform automated lane changes with alacrity.

The big in-cabin change for 2024 is a revamped infotainment system. A 14.9-inch touchscreen sits alongside the 12.3-inch digital instrument cluster under a single, slightly curved piece of glass. BMW’s infotainment interface remains one of the best out there, in no small part because it retains the clickwheel controller, which makes scrolling through satellite radio stations a breeze. (And as you surf, you can see what song is playing rather than just the station name—a key detail that so few automakers bother to include.) Map resolution is pin-sharp, and you can set up the home screen to display multiple functions—navigation, audio, and phone, for instance. We’re not so thrilled that climate-control functions have migrated to the screen, however.

All that digital real estate, combined with a new ambient light bar above the glove box, can make the interior feel like Times Square at night—at least until you find the control to dim the brightness (it’s under Apps in the on-screen menu) and set it to automatically adjust. And nobody cheers the switch from a traditional shift lever to a derpy little electronic toggle.

With the onset of winter, we appreciated the extra measure of coziness brought by the heated door armrests and center armrest, part of the $1350 Climate Comfort package (along with heating for the steering wheel and the outboard rear seats, plus four-zone climate control). Any time of year, however, is the right time for the optional multi-contour seats ($750), with an articulating backrest that allows you to separately adjust the lower and upper backrest angle. The resultant glove-like fit kept us pain-free even after 10 hours in the saddle. Highly recommended.

It would hardly be a mid-cycle refresh without tweaks to the headlights, the taillights, the lower fascia, and the grille, so the 2024 X5 gets all those. Most noteworthy: You can now pay $850 to have a grille that lights up when the doors are opened. Truly, we are living in extraordinary times.

Alas, the march of progress comes at considerable cost, with the plug-in-hybrid X5’s base price rising by roughly 10 percent. The PHEV now starts at $73,495, its nearly $7K price hike outpacing the year-over-year increases for the base six-cylinder model (now $66,195, up $3600) and the V-8 version ($90,295, up almost four grand). Keep the MSRP under $80K with options, though, and Uncle Sam will grease your palm with a $3750 federal tax credit.

With each powertrain update, the plug-in-hybrid X5 becomes a stronger choice and is among our favorite plug-in-hybrid SUVs. This latest version brings higher horsepower and greater range, but also a bigger price premium.

Joe Lorio has been obsessed with cars since his Matchbox days, and he got his first subscription to Car and Driver at age 11. Joe started his career at Automobile Magazine under David E. Davis Jr., and his work has also appeared on websites including Amazon Autos, Autoblog, AutoTrader, Hagerty, Hemmings, KBB, and TrueCar.