2021 BMW X5 Plug-In Hybrid

BMW’s SUVs have to meet a high standard, delivering not only a luxurious product, but also one that fits the automaker’s “Ultimate Driving Machine” identity. The Bavarian company introduced the original X5, its first SUV, in 1999 and since then a full-fledged line of sporty utilities and crossovers have grown up around it. The X5 itself was last redesigned in 2019, and this year a new model joins the family, the xDrive45e. It’s the second iteration of a plug-in hybrid X5.

The xDrive45e replaces the departed xDrive40e, part of the previous generation X5 lineup and offered from 2016 to 2018. The new model is better in every way, and proposes fewer compromises for buyers weighing it against the regular X5 sDrive40i and xDrive40i, which we review separately.

Compared to the old xDrive40e, the new 45e makes 81 more system horsepower and 111 more pound-feet of torque, for a total of 389 and 443, respectively. That comes courtesy of its 3.0-liter inline six-cylinder engine, a close relative of the one found in the non-PHEV X5 40i models. The old model used a smaller four-cylinder engine and wasn’t as quick as the regular X5s.

In addition to the power boost, a larger battery pack brings 16 additional miles of all-electric range, for an estimated 30 in total. In terms of performance there seems to be little compromise for those mulling the PHEV over the 40i models: it’s the same, just with more. “More” being the optimal word here because this is what brings to the X5 experience, though there is a bit of give-and-take. 

As with the previous PHEV model, the 45e is heavier than the gas-only versions thanks to the EV components, including the 24 kWh lithium-ion battery. Its engine also produces 282 horsepower versus 335 in the 40i non-hybrids. This is important to keep in mind because it’s what drivers will have to work with whenever the battery is out of juice, losing the big boost the electric motor provides. 

When it’s all charged up, however, the xDrive45e delivers vigorous performance and miserly fuel economy. With the systems are working in tandem, the X5 nets a 50 MPGe combined EPA-estimated fuel economy rating and giving drivers about 400 miles of total range. It’ll also do zero to 60 mph in the high four-second range, equal to or slightly better than the 40i models. Power, combined or not, is routed to all four wheels by way of an eight-speed automatic transmission. 

In its standard mode, the X5’s hybrid powertrain is constantly adapting to driver inputs for optimal, range-extending power delivery. In driving in traffic at mostly low speeds, the BMW will coast primarily on electric power, only firing things up if the X5 goes past 68 mph or so, or if the driving situation demands more responsive power delivery. Those who want to truly save every drop of fuel can use the electric-only mode at up to 84 mph. 

When it’s time for a more spirited run, Sport mode brings the full brunt of the hybrid powertrain to bear. The systems seamlessly work in tandem, with the electric portion filling in the gaps in the powerband for smooth, consistent throttle engagement. Drivers who leave it in hybrid mode with the battery pack at an 80%-ish charge will get a good half hour of balanced use before the cells are empty.

Starting at $66,395, including a $995 destination fee, the XDrive45e comes with a healthy slate of standard equipment including a power tailgate, heated front seats, 2.5-zone automatic climate control, power front seats and a power-adjustable steering column.

Visually, this X5 defaults to 19-inch V-spoke wheels, although there are 20-and-21-inch options available, including a 20-inch bi-color set that’s part of the M Sport package ($5,500). Optional packages equip the interior with convenience functions like a head-up display projection on the windshield ($1,000), wireless charging and a Wi-Fi hotspot. For those who want to feel extra fancy, there are also packages that include glass controls, a panoramic roof ($3,800) and gesture controls.

The XDrive45e sports a 12.3-inch console display powered by BMW’s latest iDrive operating system, with wireless Apple CarPlay and Android Auto. There’s also a similar-sized digital instrument cluster can communicate hybrid-specific info in real time, such as the current range, if the battery is recharging, and if the electric motor is actively boosting the engine. 

In addition to the regular 40i models, which cost $4,000 to $6,000 less, the XDrive45e goes head-to-head with some very stiff competition. In performance terms Porsche Cayenne E-Hybrid would be its closest rival, if not its superior. Volvo’s XC90 T8 Recharge easily rivals the X5 in terms of quality and premium luxury, though the BMW would best it when it comes to driving dynamics. Lincoln’s Aviator Grand Touring offers a lusher-looking interior and both Lincoln and Volvo offer three-row seating where the 45e does not.

The 45e gives up no legroom and only a fractional amount of cargo space from the regular X5s, with 33.1 cubic-feet behind the rear seats and 71.2 with them folded. These numbers are a bit less than the XC90 or Aviator hybrids, but more than the confining Cayenne.

Up front, the X5’s seats feel supple, supportive and firm. The X5’s visibility is exemplary thanks to the tall driving position and expansive glass area. There’s a little less rear seat room than in the Aviator, about the same as in the XC90.

The X5 gets good ratings in almost all tests by IIHS, but no Top Safety Pick rating. It also earns a four-star overall rating from NHTSA, though the 45e has not yet been rated. Forward automatic emergency braking with pedestrian detection, blind spot monitoring, rear cross-traffic alerts and lane departure warnings are all standard, but features like adaptive cruise control and lane keeping assist are part of a $1,700 driver assistance package. This package also includes some cutting-edge semi-autonomous functions, but at this price adaptive cruise control should be standard.