2027 BMW iX5 60 xDrive Review: The Electric X5 Grows Up
>BMW has been printing money with the X5 since 1999. Five generations later, the mid-size SUV still carries a reputation as a driver's machine rather than a family hauler with a badge glued on. So when BMW announced it would build a fully electric X5 on the same body as the combustion car, the obvious question was not whether it would be quick. It was whether it would still feel like an X5.
The 2027 BMW iX5 60 xDrive answers that question with a qualified yes. It is quiet, monumentally quick when you want it to be, and it comes with the kind of range figure that changes how owners plan long trips. It also asks you to accept a touchscreen that hides basic functions and a four-spoke steering wheel that looks busier than it drives.
Below is everything that matters for a real buying decision: verified specifications, how the car behaves on the road, where it beats its rivals, and where it stumbles.
Key takeaways
- Powertrain: dual motors, all-wheel drive, 570 hp and 593 lb-ft of system torque.
- Battery and range: 144 kWh usable pack, 800 volt architecture, 450 miles of EPA-rated range.
- Charging: up to 460 kW on a compatible DC charger, with over 400 kW demonstrated during the launch drive.
- Price: $81,250 base, which is $10,000 more than a base X5 40 at $71,250.
- Verdict: the best long-distance electric luxury SUV BMW has built, held back by infotainment ergonomics.
What the 2027 BMW iX5 60 xDrive actually is
The iX5 is not a standalone electric model with a sci-fi body. It is the electric member of the fifth-generation X5 family, and BMW made a deliberate choice to keep the two versions visually and structurally close. The electric car gets the same double-wishbone front suspension as the petrol X5, then adds an adaptive chassis system as standard equipment.
That decision matters more than it sounds. It means the iX5 inherits the packaging, the seating position, the cargo area, and the proportions that made the X5 a default choice for premium SUV buyers. It also means the electric version carries the weight of a platform designed to hold engines, transmissions, and fuel tanks.
BMW has been open about this multi-energy approach for its next generation SUVs, and the company confirmed as much when it let journalists drive an early prototype of the five-powertrain Neue Klasse X5. The iX5 is the most technically ambitious version of that strategy.
Specifications at a glance
Every figure below comes from BMW's own published claims or from the instrumented test data reported by Road and Track. Where a number is a manufacturer estimate, it is labeled as such.
| Specification | 2027 BMW iX5 60 xDrive |
|---|---|
| Powertrain | Dual electric motors, all-wheel drive |
| Peak power | 570 hp (total system) |
| Peak torque | 593 lb-ft (total system) |
| 0 to 60 mph | 4.4 seconds (manufacturer claim) |
| Battery capacity | 144 kWh |
| Architecture | 800 volt |
| Peak DC charging | Up to 460 kW |
| EPA range | 450 miles |
| Curb weight | 6,300 lb (manufacturer claim) |
| Cargo behind rear seats | 21.3 cubic feet |
| Base price | $81,250 |
Reality check on range figures: US EPA numbers, European WLTP numbers, and independent test results rarely match, because each uses a different driving cycle. Treat 450 miles as the official US rating, not a guarantee. Real world results depend heavily on speed, temperature, and how often you use the climate system.
Behind the wheel: calm in traffic, heavy at speed
Road and Track's tester spent a morning crawling through Laguna Beach on the Pacific Coast Highway before heading inland. With every setting in Comfort, the iX5 rode softly and fed power to both motors with unusual smoothness. A 570 hp SUV that does not lurch in stop-start traffic is a genuinely grown-up piece of engineering.
The standard rear-wheel steering made short work of tight city maneuvers, and the Adaptive Chassis Control Professional system, which bundles two-axle air suspension with active roll stabilization, kept the body flat over construction patches and freeway expansion joints.
Sport mode reveals both the talent and the mass
Push harder and the 6,300 pound curb weight starts to write its own review. Dips and divots translated into firm impacts that air suspension cannot fully absorb, because no damper can repeal inertia. The steering is direct and immediate, but it lacks the weight and feedback you expect from a vehicle this size, and that gap between how fast the nose turns and how much mass is following behind it takes some trust to get used to.
The power delivery, though, is the standout. BMW pairs an asynchronous motor up front with an externally excited synchronous motor at the rear, and the result is acceleration that builds instead of slamming. There is no violent initial punch. Instead the pull keeps growing, and unlike many EVs it does not fade above highway speeds. For canyon roads, that linearity makes the car easier and more rewarding to place than a torque-heavy rival.
Sound, braking, and the details that surprise you
In Sport mode, an engineered soundtrack accompanies hard acceleration, closer to a science fiction hover bike than to a combustion engine. It is a matter of taste, and the honest answer is that some drivers will switch it off.
Regenerative braking offers three selectable strengths. Road and Track's tester preferred the lightest setting for its consistent, gentle deceleration, and noted that the strongest setting approaches one-pedal driving while still requiring a manual brake application for a complete stop. The car also offers a dedicated one-pedal mode, so buyers who want maximum energy recovery have the option.
Two physical details give away the electric identity when you climb in: there are no paddle shifters, and there is no start button. With the key detected, the car is simply ready once you select drive on the crystal toggle switch.
Watch the iX5 in motion
Video review of the 2027 BMW iX5 60 xDrive by BMWBLOG. External content hosted on YouTube.
Range and charging: the strongest part of the case
BMW built its next wave of electric cars around one goal, and that goal is range. The iX5's underfloor 144 kWh pack carries an EPA estimate of 450 miles, which is a figure that removes the usual electric SUV caveat about road trips.
Charging is just as notable. The 800 volt system accepts up to 460 kW, provided you can find a DC charger that can supply it. During the launch program, BMW demonstrated a charging rate above 400 kW rather than simply quoting the peak, and the test car returned strong efficiency over a 300 mile route.
BMW also ran a hypermiling exercise from San Francisco to Newport Beach. The electric SUV covered more than 500 miles on a single charge, arriving with roughly 50 miles still showing. That is a best-case demonstration rather than a typical result, but it does show how much margin the pack carries.
Charging hardware is improving across the industry, and the direction of travel is clear from cars like the Denza Z9GT and its flash charging technology. Buyers comparing ultra-fast SUVs should check real connector availability in their region, not just the peak kilowatt number on the specification sheet.
Inside: a quiet cabin attached to a chaotic touchscreen
The interior is where BMW's ambition and BMW's usability instincts collide. The iX5 adopts the display architecture that debuted in the brand's newer electric SUVs, and it removes physical iDrive controls almost entirely.
Panoramic iDrive works better than expected
The signature element is a projected instrument cluster that spans the base of the windshield behind a glass strip. Speed and state of charge sit directly in the driver's line of sight, while secondary information such as altitude or radio station appears toward the passenger side. Compared with a bulky digital gauge panel, it is a genuinely elegant solution.
Everything else lives on the angled 17.9 inch center display and a matching 14.6 inch screen ahead of the passenger. Climate control, seat heating, seat ventilation, and vehicle settings all run through menus. Changing drive modes requires two steps before you reach Sport, and the volume roller near the shifter is close to the only physical control left.
If you want to understand where this interface came from, the earlier BMW iX3 expectations breakdown explains the hardware and software logic behind the system.
The steering wheel is the real miss
BMW fits a four-spoke wheel with two vertical spokes, two disconnected horizontal spokes, and pods full of haptic buttons. It is visually busy and functionally busier. Road and Track called it ugly, and that criticism is fair. It is the one part of the cabin that feels like design language won an argument with ergonomics.
Space and comfort hold up over long days
Where the cabin delivers is in the simple things. Wide leather seats, excellent sound deadening, and Alcantara trim on the dashboard and door handles make six hour drives easy. Rear legroom is generous, and cargo space behind the second row measures 21.3 cubic feet, which is competitive for the class.
Packaging changes on the new X5 go beyond the screen. BMW also dropped the X5's signature split tailgate for 2027, a change that will matter more to long-time owners than to first-time buyers.
Price, value, and the $10,000 question
At $81,250, the iX5 60 xDrive sits exactly $10,000 above the base X5 40 at $71,250. In exchange you get 570 hp instead of the six-cylinder's output, instant response, a quieter cabin, and vastly lower running costs per mile if you charge at home.
You also accept roughly 1,000 pounds of extra weight and a car that is heavier to place on a tight road. Choosing between the two is therefore less about technology than about how you use the vehicle. High annual mileage with home charging favors the iX5. Towing, long remote trips without charging infrastructure, or a tighter budget favor the combustion car.
How the 2027 BMW iX5 compares with its rivals
Outside the BMW showroom, the electric X5 faces three credible opponents. The table below uses manufacturer published starting prices and power figures as reported at launch.
| Model | Starting price | How it stacks up against the iX5 |
|---|---|---|
| BMW iX5 60 xDrive | $81,250 | Reference point: 570 hp, 450 miles of EPA range, up to 460 kW charging. |
| Lucid Gravity | $81,750 | Almost identical money and 628 hp in base form, so it wins on paper. The BMW answers with charging speed, cabin quiet and a far larger dealer network. |
| Porsche Cayenne Electric | Higher than the iX5 | Clearly stronger performance and stronger badge appeal, but you pay more for it. |
| Volvo EX90 | $79,000 | Cheaper and just as well equipped, yet it lacks the BMW's dynamic composure and power delivery. |
The Lucid Gravity is the closest match on paper, with an $81,750 starting price and 628 hp in base form. The Porsche Cayenne Electric outperforms the BMW on outright pace but costs more, and Porsche's broader electric strategy is still taking shape, as our look at the 2026 Porsche product plan explains. The Volvo EX90 undercuts both on price and matches them on equipment, but it is the least engaging of the group to drive.
One detail worth noting for buyers who follow charging standards: premium 800 volt platforms are spreading quickly, and even brands with very different engineering traditions are publishing comparable numbers, including this Volvo ES90 review covering an 800 volt sedan. The practical gap between brands is narrowing, which makes software quality and interface design bigger differentiators than raw kilowatts.
Pros and cons
What we like
- Linear, predictable power delivery that keeps pulling at highway speed
- 450 miles of EPA range and genuinely fast 800 volt charging
- Comfortable, hushed cabin with generous rear space
- Standard rear-wheel steering and adaptive air suspension
- Hands-free semi-autonomous cruise control works well in traffic
What we do not
- Multi-step menus for climate, seats, and drive modes
- Four-spoke steering wheel is awkward to look at and to use
- Ride gets busy over broken pavement at speed
- Steering feedback feels light for a 6,300 pound SUV
- $10,000 premium over the combustion X5
Who should buy the iX5, and who should not
Buy it if you cover high mileage, can charge at home or at work, and want a luxury SUV that eats long distances without planning every stop. The combination of range, charging speed, and cabin quiet is exactly what the segment has been missing.
Skip it if you tow regularly, drive in regions with thin charging coverage, or you know that a menu-heavy interface will annoy you every single day. In those cases the X5 40 is the more sensible purchase, even though it gives up the electric drivetrain's smoothness.
Test drive both back to back. The iX5 and the petrol X5 share an interior and a price bracket. Thirty minutes in each will tell you more about your own priorities than any specification table.
Gallery: 2027 BMW iX5 60 xDrive
Frequently asked questions
How much does the 2027 BMW iX5 60 xDrive cost?
The 2027 BMW iX5 60 xDrive starts at $81,250 in the United States, according to the price reported at launch. The test car reviewed by Road and Track carried the same figure, meaning the example driven was not loaded with options. For comparison, the base X5 40 starts at $71,250.
What is the range of the 2027 BMW iX5?
BMW quotes 450 miles of EPA-rated range from a 144 kWh battery pack. In a hypermiling demonstration from San Francisco to Newport Beach, a press car covered more than 500 miles on a single charge. Real world range will be lower at sustained highway speeds or in cold weather.
How fast does the BMW iX5 charge?
The iX5 uses an 800 volt architecture and accepts up to 460 kW on a compatible DC fast charger. BMW demonstrated a rate above 400 kW during the launch drive. Actual charging speed depends on the charger, battery temperature, and state of charge.
How quick is the iX5 60 xDrive from 0 to 60 mph?
BMW's manufacturer claim is 4.4 seconds. Independent testing published by other outlets has produced slightly different figures, which is normal. What stands out in driving impressions is not the outright number but how smoothly the power builds.
Is the BMW iX5 better than the petrol X5?
It depends on use. The iX5 is quieter, smoother, and cheaper to run if you charge at home. The petrol X5 is lighter, around $10,000 cheaper at the base level, and easier to live with in areas without reliable charging. Neither is objectively superior.
Does the 2027 BMW iX5 have a frunk?
The launch specification describes an underfloor 144 kWh battery and does not list a front storage compartment, and the published first drive makes no mention of one. Cargo capacity behind the rear seats is 21.3 cubic feet. Buyers who care about extra lockable storage should confirm the final layout with BMW for their market.
What are the main complaints about the iX5?
Reviewers consistently flag the touchscreen interface, which requires multiple steps for common adjustments, and the four-spoke steering wheel. A busy ride over broken surfaces at speed is the other recurring criticism. Range, charging speed, and power delivery are widely praised.
When does the 2027 BMW iX5 go on sale?
BMW has confirmed US availability for the 2027 model year, with the 60 xDrive as the launch version. Buyers should confirm timing and local pricing with a dealer, because launch schedules and regional lineups change.
The verdict
The 2027 BMW iX5 60 xDrive proves that the X5 recipe survives electrification. It is quick without being exhausting, quiet without being numb, and it solves the range anxiety problem that has kept premium buyers away from electric SUVs. The 450 mile EPA rating and 460 kW charging ceiling are not marketing decoration. They change how you use the car.
It is not flawless. The touchscreen asks too much of the driver, the steering wheel is a design exercise that should have stayed a sketch, and the ride can turn brittle when the road surface deteriorates. Those flaws are real and they are daily.
Weighed against the Lucid Gravity, the Cayenne Electric, and the Volvo EX90, the iX5 remains the most complete luxury electric SUV of this group for most buyers. It trades a little dynamic sharpness for comfort, usability, and charging confidence. That is a fair trade in a vehicle built to cover distance.
Final score: 8.4 out of 10
Performance 9 | Range and charging 9.5 | Ride and handling 7.5 | Interior and tech 7 | Value 8
Editorial scores reflect the weighting used across our reviews and are opinions, not measurements. The specifications above are manufacturer claims or reported test data.
Planning your next electric SUV purchase?
Read our practical guide to buying a used electric or hybrid car, including battery health checks, charging costs, and the questions dealers hope you will not ask.
Read the used EV buying guideSources and methodology: specifications, pricing, and driving impressions are based on the first drive review published by Road and Track, plus publicly available manufacturer claims. No figures in this article were estimated by the author. Where sources disagree, that disagreement is stated in the text.
