The 7 Series is one of the few BMW models built at a single plant. BMW exclusively manufactures the full-size luxury sedan at its factory in southern Bavaria, which also builds the 4 Series, 5 Series, and iX. Until recently, the 8 Series was produced there as well. Later this year, the next-generation 3 Series Sedan (G50) with combustion engines will join the lineup. Like the 5 Series, its larger sibling is available with four powertrains: gasoline, diesel, plug-in hybrid, and electric.

It’s been just over two months since we first saw the 7 Series LCI, and it’s already entering series production. BMW is putting the spotlight on the i7 M70 and a two-tone 740d with a matte finish. Like every other 7 Series, each takes about 75 hours to complete. Not everything is done by robots, as about 33 hours of the production process still rely on manual labor.

The 2027 BMW 7 Series Has Over 1,000 Options

Buyers are spoiled for choice when it comes to personalizing their cars. BMW offers more than 500 colors and color combinations, along with approximately 700 combinations of equipment and interior materials. Wealthy buyers can even commission a truly one-off car with “almost every unusual wish and every detail of the vehicle.” Still not convinced? BMW touts Rolls-Royce-level customization, claiming, “In theory, everything is individually perfected.”

At €14,000, Dual-Finish is the most expensive option in the German configurator. It combines matte and gloss versions of Tanzanite Blue in a process that takes 75 hours in the paint shop, or six times longer than a standard paint job. Half of that time involves manual work, including hand-taping the vehicle and sanding the body. The 12-step painting process requires more than 20 specialized employees to complete a finish BMW has spent the past two and a half years developing.

Later in 2027, Dingolfing will also begin building the ALPINA-badged 7 Series, an even more luxurious version with its own codename: G72. While previous ALPINA 7 Series models were offered exclusively with combustion engines, the new flagship will be available with both gasoline and electric powertrains. With prices expected to sit well above those of the standard G70, the ALPINA models will likely be far rarer than their BMW counterparts.

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As always, when a new configurator goes live, it offers a first look at the base model. BMW’s press shots all show the new X5 with a long list of options, but this build has zero extras. We’re focusing on the 40d xDrive since it’s the cheaper of the two, at €95,750. Should you prefer the gas engine, it will set you back an extra €4,000.

We resisted the urge to tick boxes on the options list to highlight the most basic X5 you can buy in Germany. Alpine White is the only “free” color BMW offers, while all others range from €1,070 up to €2,140 for Individual finishes like Tanzanite Blue or Dravit Grey. These are the standard 21-inch wheels, with upgrades going all the way up to a 23-inch set (a first for the X5) for €2,800.

Inside, BMW offers a choice of Copper Brown or Black artificial leather at no extra cost. We’d go for the former without hesitation, as it gives the cabin a more upscale feel. That said, black is always a safe choice. Since this is an entry-level spec, it misses out on the 14.6-inch passenger display.

Even in its most basic configuration, the “barebones” X5 still comes well equipped. For example, the panoramic glass roof is standard and includes a section that slides open. BMW also fits a 3D head-up display, which is an optional feature on the smaller iX3 crossover. Adaptive LED headlights are standard as well, complete with glare-free high beam and the X motif, which you can disable.

The standard equipment list is quite extensive and includes heated, electrically adjustable front seats with memory function and a heated steering wheel. You also get dual-zone automatic climate control and a wide array of driver assistance and safety systems. As with all Neue Klasse models, the 17.9-inch iDrive X system and the pillar-to-pillar windshield projection come included in this “lowly” X5 configuration.

Even without splurging on options like the M Sport Package, a proper paint color, larger wheels, or real leather, the X5 still makes a strong impression. If that feels underwhelming, you can go to the other extreme and tick every conceivable box. The result? An X5 40 xDrive that climbs to around €120,000. Once the M60e joins the configurator later this year, a fully loaded version will push the price even higher.

Later in 2027, the already confirmed V8 and electric M Performance variants will sit at the top of the range. The M Lite models are likely to be dethroned the following year by the rumored V8 and electric X5 Ms. We believe a top-tier configuration will comfortably exceed the €150,000 mark.

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Exterior Design

From any angle, the new G65 BMW X5 and Audi Q7 are clearly divergent designs. Where BMW’s X5 dons the new Neue Klasse-style grille, shrinking the top portion of the front end, Audi leans even harder into the big grille design. Now, while Audi’s design language will change with the Nuvolari, the Q7 was designed well before that shift. Ultimately, the Q7 is probably going to age comparatively poorly. Around back, the story is the same, with a long lightbar running the width of the trunk. Things improve with the side profile; the two look much more closely related. That said, the front end design of the G65 is strictly more cohesive than the Audi’s.

The new Audi Q7 and G65 BMW X5 share quite a bit, proportionately speaking. Both cars are as near as makes no difference to 79 inches (2,000 mm) wide. The X5 has a slightly longer wheelbase (119.4 inches/3,035 mm vs. 118 inches/2,997 mm), and the Audi stands slightly taller at 71 inches/1,803 mm compared to the X5’s 68.8 inches/1,748 mm. The Audi is also slightly longer overall than the X5. Regardless of dimensions, we feel it’s a fairly unbiased opinion to declare the X5 the obvious design win.

Interior Design

The story remains kind of similar inside. Audi’s interior appears to be chasing trends, while the X5 is clearly something new from the ground up. We’ll talk a little bit more about screens later, but they entirely dominate the Q7’s cockpit — less so with the G65 X5. Both cars press releases emphasize material quality — BMW going as far as to include the unusual choice of slate on its options list — while the Audi Q7’s interior shows generous usage of wood and soft-touch materials. Buttons are largely absent from either car. By EU measurement standards — which are slightly different than the ones used in the U.S. — both cars offer around the same storage space, although the larger Audi does tout an advantage. The new G65 offers between 655 and 1,850 liters (23.1 — 65.3 cubic feet) of cargo space compared to the Audi Q7’s (without third row) 806 to 2,075 liters (28.4 to 73.2 cubic feet).

Performance

If you think Audi has kind of dropped the ball, just wait until we get to the performance section. Europe’s Q7 launch sees just a single powertrain at launch, a 3.0-liter turbodiesel V6. With a maximum of 295 horsepower on tap, we don’t even need to look in-depth at G65 offerings to rest assured BMW is walking away with a “W” in the performance category. Hardly the BMW X5 rival we’ve come to expect. For U.S. shoppers, Audi keeps things more competitive with a 429-horsepower 2.9-liter twin-turbo V6 and a familiar 591-horsepower twin-turbo V8.

No matter where you live, the G65 will be the enthusiast’s choice. Smaller overall dimensions will keep the X5 feeling relatively agile. Meanwhile, electric, gas, diesel (in Europe), and eventually hydrogen offerings ensure you can power your X5 regardless of your preferred fuel type. The highest performing G65 X5 models will be the “60” designated models. The M60e offers 612 horsepower and the electric iX5 60 xDrive gets down with 578 horsepower.

Technology

As we touched on earlier, both SUVs rely heavily on screens, and both go the extra mile, adding a passenger-facing unit with the latest generation. BMW’s Panoramic Vision will take a little getting used to, as it replaces the traditional gauge cluster; but ultimately, the Q7’s newest dashboard looks an awful lot like Mercedes and BMW dashboards from the last three or four years. Regardless, both offer similar levels of useful tech (like voice commands, built-in navigation, 360-degree cameras, and app connectivity) and cluttered steering wheels of haptic buttons. Of course, thanks to the 3D head-up display and Panoramic Vision, driving the two otherwise similar SUVs will be very different sensations. We tend to think the X5 will be more intuitive to use, and think the Audi’s screens are already looking a little dated.

Well, what do you think? The two SUVs have never been more different, despite occupying the same spot in their respective brand’s lineup. It feels like Audi is playing a whole lot of catch-up, but we’re admittedly a little bit biased. Which one will you take home?

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BMWBLOG had an early opportunity to get up close with the G65 at the “Home of the X.” As you can tell, BMW had several flavors of its premium SUV on display. Body colors included Vancouver Green, Indianapolis Red, and Tanzanite Blue. Ironically, the hottest version of the bunch won’t go on sale in the United States. The X5 M60e will remain forbidden fruit, though Americans will get a tastier alternative in 2027. Next year, an M Performance variant with a V8 under the hood will go on sale in the U.S.

Meanwhile, the Europe-bound electrified performance SUV rides on 23-inch wheels, a first for the X5. You’ll also likely notice the new side mirror design shared with the M760e, complete with M-colored stripes to underline its performance intent. At the front, BMW tweaked the closed-off kidney grille with a different pattern and put an M logo, which is echoed on the lower section of the front doors.

If you’re still not sure whether the X-shaped lights suit your style, BMW lets customers choose. Yes, you can switch off the X in favor of a less flashy diagonal layout. However, as you can see, the company clearly believes the new X5 looks best with the so-called “double-X light icons.” While the headlights are customizable, the door handles are not. All versions get the winglet-style units as standard, with automatic doors available as an option.

We didn’t get much time inside the new X5, but the example we were able to shoot featured Contemporary Copper Brown upholstery. While it’s not real leather (Veganza), BMW claims it still feels like the real thing. The black Sport steering wheel will look familiar to those who’ve seen the new i3, iX3, and the 7 Series/i7, and it’s also available in white, but only when paired with the Smoke White Individual interior.

Look for more coverage in the coming days as we continue to dissect the G65. For now, it’s worth noting that the white X5 won’t be going on sale anytime soon. The iX5 Hydrogen arrives “at a later stage,” though likely not before 2028. The fuel-cell version is expected to be the rarest of the bunch, likely limited to markets with hydrogen refueling infrastructure.

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BMW installs the passenger screen as standard equipment on the 2027 7 Series. In other words, you can’t order the full-size sedan without it. With the X5, you have the freedom to choose, as the extra display is optional. Of course, all the press images released so far show the fifth-generation SUV with the supplementary screen. It’s the same full-HD setup found on the updated flagship, measuring an identical 14.6 inches.

In the new X5, passenger screen is a virtually endless source of entertainment, supporting a myriad of third-party apps. It plays everything from videos and music to games, and it even supports video conferencing by working in conjunction with the interior camera. The latter also keeps an eye on the driver, and if it detects they’re distracted, the screen automatically dims. It’s worth noting that the display already has a shield function that makes its content almost impossible to see from the driver’s seat.

If the car detects that there’s no one in the passenger seat, the extra display automatically switches to a reduced mode. Hence, it blends with the 17.9-inch infotainment display and the Panoramic Vision windshield projection. When minimized, the screen’s background changes to match the driving mode’s theme and the ambient lighting.

BMW Says People Are Asking For Passenger Screens

At this point, you’re probably wondering why high-end brands are all jumping on the passenger-screen bandwagon. In an exclusive interview a year ago, BMW revealed that buyers are asking for this feature. Here’s what Stephan Durach, Senior Vice President UI/UX Development, told us in September 2025:

“You know, there’s a huge demand, especially in really big cars. People are asking for that. People say, ‘I want to have a dedicated screen for consuming content.’ There is room. So, you can think about that.”

Logic tells us the 5 Series facelift coming in 2027 will be the next BMW to offer an optional passenger screen. The second-generation X7 is a safe bet as well, and we wouldn’t be surprised if it comes standard. If the rumored X6 G66 follows in 2028, it’s also a strong candidate for carrying an additional display dedicated to the front passenger.

Although the X5 inherits the front passenger screen from the 7 Series, it doesn’t get the 31.3-inch, 8K-resolution Theatre Screen in the back. You’ll likely have to wait until next year to see it in an SUV when the X7 G67 comes out. We’re actually a bit surprised the X5 doesn’t offer this option, considering BMW already fits the supersized rear-seat entertainment system to the long-wheelbase 5 Series.

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The latest registration data from the European Automobile Manufacturers’ Association (ACEA) confirms the gradual demise of diesel engines. In the first five months of the year, only 6.6% of new cars registered in Europe had this type of powertrain. By Europe, we mean all 27 members of the European Union, along with the UK and the four countries that make up the European Free Trade Association (EFTA): Iceland, Liechtenstein, Norway, and Switzerland.

It’s a far cry from just a decade ago, when diesel accounted for more than 50% of Europe’s new car market. But the diesel engine isn’t quite dead yet. BMW is giving the fifth-generation X5 the company’s latest iteration of the tried-and-tested B57 engine. The inline-six, 3.0-liter diesel with two-stage turbocharging survives into the G65 era that’s about to begin, complete with “improved engine acoustics.”

The New X5 40d xDrive Makes Do With Less Horsepower And Torque

That’s the good news. The bad news is the new X5 40d xDrive packs substantially less punch than the xDrive40d it replaces. It now makes 308 horsepower and 670 Newton-meters (494 pound-feet) of torque after factoring in the mild-hybrid assistance. Its predecessor, which also featured 48V technology, produced nearly 40 hp and 50 Nm (37 lb-ft) more. Coincidentally, the new maximum torque figure matches that of the outgoing X5 xDrive30d.

We’ve reached out for an explanation and to confirm whether the drop is linked to tweaks made to comply with the Euro 7 emissions standard. After all, BMW has already detuned the S68 engine used in Europe’s M5 and XM for the same reason. Meanwhile, we do know the new X5 40d xDrive is considerably slower off the line than the version it replaces. It takes 6.1 seconds to hit 62 mph (100 km/h) from a standstill, whereas the old model was half a second quicker.

The New X5 Diesel Is Heavier And Slower Than Its Predecessor

The difference doesn’t stem entirely from the less powerful engine, though. In 40d xDrive guise, the new X5 weighs 2,355 kilograms (5,192 pounds), making it 40 kg (88 lbs) heavier than before. Not that it matters unless you plan on doing a lot of Autobahn driving, but the top speed has taken a hit as well. The diesel X5 is electronically capped at 143 mph (230 km/h), down by almost 10 mph (15 km/h) compared to the G05-generation equivalent.

People buy diesel SUVs not just for the pulling power but also for their excellent fuel efficiency. In this regard, the new X5 is unlikely to disappoint. BMW quotes WLTP combined-cycle fuel consumption of as little as 7 liters / 100 km, which is 0.8 liters lower than before. It’s a remarkable figure, at least on paper, given the vehicle’s weight. And since it’s a diesel engine, the latest B57 is compatible with Hydrotreated Vegetable Oil (HVO100) to help curb CO2 emissions.

The X5 40d xDrive is among the versions available at the launch of the new X5 in Europe this November. For now, BMW isn’t saying whether a lower-powered 30d xDrive will follow.

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The fifth-generation X5 is the second BMW Group SUV to get automatic doors, after the Rolls-Royce Cullinan. There’s a sensor integrated into the outside of each door, and all it takes is a single touch of the new winglet-style door handle to open or close it. Naturally, there’s a corresponding button on the inside door panel that serves the same purpose.

You don’t necessarily have to use the buttons to operate the automatic doors. As an old ad for the iPhone 3G said back in 2009, “there’s an app for that.” BMW X5 owners can use the My BMW App to open or close the automatic doors. The app also allows users to choose which doors should open when they approach the vehicle.

Alternatively, voice commands can be used to open and close the doors. Another option is to use the 17.9-inch infotainment system by navigating the menu structure. If you don’t want to bother with any of these methods, simply pressing the brake pedal while sitting in the driver’s seat automatically closes all four doors.

The Automatic Doors Use Radar Sensors For Quicker Operation

Much like the 7 Series facelift, the X5’s automatic doors rely on radar sensors integrated almost out of sight into the front and rear side skirts. BMW claims this setup allows the doors to open and close faster than systems using other types of sensors. Additionally, the radar sensors are better at detecting nearby obstacles and other road users, reducing the risk of an accident.

What if the automatic doors fail? No, you’re not going to be stuck inside the G65. The new X5 features a servo mode that allows the doors to be opened manually. It effectively disables the heavily motorized opening mechanism, allowing occupants to push the door open with very little effort, much like a conventional door.

Automatic Doors Are Part Of A Package In The US

In the United States, the automatic doors will be available as part of the optional Luxury Package. We’ll keep an eye on configurators once they go live to see whether BMW intends to offer this feature as a standalone option in other markets or bundle it into a larger package. Regardless, all X5 models come standard with soft-close doors.

With automatic doors confirmed for the X5, it’s reasonable to assume they’re also coming to the X7 G67 in 2027. We won’t be surprised if they’re also planned for the yet-to-be-confirmed X6 G66, potentially due in 2028.

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Exterior Design

The NA5 BMW iX3 and G65 BMW iX5 are, at first glance, nearly identical. Key differences start in the front, where the iX5’s X-motif headlights denote it as the big brother. A slightly less angular kidney grille and proportionally increased angle on the hood’s character line are two other subtle tweaks that give the iX5 just a little bit more serious look. From the back, the iX5 enjoys a different lighting signature. There are slight differences in how BMW handles the rear bumper and diffuser area, too. The iX5 will offer larger wheels, which will help distinguish it from the side, but it’s also clearly a larger vehicle.

How much larger? We’ll break it down for you. The BMW iX5 measures 196.6 inches (4,994 mm) long; compare to the iX3, which measures 188.3 inches (4,783 mm). The iX5 stands 68.8 inches (1,748 mm) tall, while the iX3 stands 64.8 inches (1,646 mm). The iX5 is, predictably, wider at 78.7 inches (1,999 mm) compared to the iX3’s 74.6 inches (1895 mm). The iX5 gets about three inches (76 mm) additional front and rear track width, which is consistent with the difference between the last generation X3 and X5. So, while there’s a lot to see, in many ways the iX5 is exactly what BMW promised. An electric X5, little more, nothing less.

Interior Design

Moving inside, we again see small differences. While at their heart, both the iX3 and iX5 use pretty much identical running gear in the cockpit, the iX5’s is clearly roomier and looks to step things up a little bit in terms of material quality. Pictures only do so much for that, but BMW says fancier materials like slate are on the way to the iX5’s cabin. You won’t find that in the iX3. Typically, the X5 always feels a little bit more solid than the X3. But we’ll have to wait for production to ramp up before we can fairly assess build quality. Huge win: the iX5’s sunroof will actually open. That’s certainly one advantage over the iX3.

Performance

The iX3 is certainly no slouch. The iX3 50 xDrive debuts with 469 hp and 476 lb-ft (645 Nm) of torque. A lighter model, the iX3 40, is available in Europe offering slightly less power. All we have for reference currently is the iX5 60 xDrive, which occupies a similar space as the iX3 50 xDrive does. It’ll do everything just a smidge quicker, with 578 hp and 593 lb-ft (805 Nm). We expect the iX3 and iX5 comparison to remain true to their lineage here. While the iX5 will be larger and more powerful, we expect minimal losses in agility and handling areas. What can we say? BMW knows a thing or two about making large heavy objects feel fast.

Technology

There’s even less to discuss here than with the interior. Functionally identical tech serves drivers in either SUV. BMW Panoramic iDrive and Panoramic Vision work together to give drivers most essential information fairly immediately. The iX5 does offer a passenger screen, which the iX3 omits from its option list. But other than that, expect the usual beeps and boops here. Thankfully, that includes Apple CarPlay and Android Auto integration.

What do you think? Did BMW deliver a slam-dunk of an electric X5? Or do you think the iX3 pulls off the Neue Klasse design better? No matter how you compare the two, one thing is clear: Neue Klasse design is spreading throughout the BMW lineup. It’s beginning to look like only sharp-eyed enthusiasts will be able to readily tell apart some of BMW’s most iconic models. That isn’t necessarily a bad thing.

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If you consider it nothing more than a visual gimmick in the same vein as Mercedes’ starry headlights, we have good news. The new X5 has customizable headlights, allowing owners to turn off the “X” motif. When deactivated, the headlights switch to a less glitzy pattern, displaying a simpler diagonal configuration instead.

Keeping it on certainly allows the X5 to immediately stand out from the rest of the company’s crossovers and SUVs. BMW doesn’t say whether the X-themed headlights are coming to other high-riding models. However, we wouldn’t be surprised to see them on the new X7 G67 in 2027. Perhaps they’re also planned for the X6 G66, allegedly scheduled for 2028. If there’s any truth to those reports about a Rugged SUV, it would also make a good candidate for the double-X treatment. However, that’s not to say BMW will use this design everywhere, as it hasn’t made such a commitment.

It’s worth noting that BMW bundles the low beam, daytime running lights, sidelights, and turn signal indicators into a single unit. Doing so eliminates the need for additional modules, which honestly sounds expensive to repair. Hopefully, there will be a way to replace individual components rather than the entire headlight. The Audi Q7 rival gets matrix LED headlights as standard, with an adaptive, non-dazzling high beam that reaches up to 600 meters.

M Yellow Lights Debut On A Production BMW

While regular versions feature a white “X” motif, BMW does things differently for the M Performance models. The X5 M60e will be the only M Lite variant at launch, and it’ll have something called M Yellow Lights. The marketing jargon was first used earlier this month for the electric M3-previewing M Concept Neue Klasse. The yellow X is also planned for an already confirmed V8-powered M Performance version arriving in 2027. Additionally, a fully electric X5 in a not-quite-M guise is on the way.

We’re a bit disappointed that the X doesn’t carry over to the rear for symmetry. Maybe with the mid-cycle facelift in four years or so? At least BMW made an effort to give the X5 its own taillight graphics rather than regurgitating the iX3’s design. Whether it’s day or night, the light signature immediately sets it apart from the smaller SUV.

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Lifted straight from the new M760e, the plug-in hybrid powertrain delivers 603 hp and 800 Nm (590 lb-ft), matching the electrified full-size luxury sedan. Output is up by a substantial 80 hp and 50 Nm (37 lb-ft) compared to the X5 M60i it indirectly replaces. However, it’s not all good news. The plug-in hybrid setup, complete with a large 26.5-kWh battery pack, adds a significant amount of weight, pushing the curb weight up by 295 kilograms (650 pounds) to 2,640 kg (5,820 lbs).

Consequently, the M Performance X5 is actually slower off the line despite packing more punch. It takes four and a half seconds to reach 62 mph (100 km/h), or two-tenths of a second longer than the M60i. Both are electronically limited to 155 mph (250 km/h), while in electric mode, the M60e is governed at 87 mph (140 km/h).

2027 BMW X5 M60e: Remarkably Efficient, At Least On Paper

While the M60i has the undeniable appeal of packing a V8 under the hood, the M60e offers the efficiency advantages of plug-in hybrids. BMW estimates you’ll be able to cover as much as 61 miles (98 kilometers) on the WLTP cycle without burning a drop of gasoline. Combined fuel consumption can be as low as 5.7 liters/100 km, compared with the 11.5 liters/100 km quoted by BMW for the eight-cylinder model.

Of course, real-world fuel consumption varies widely depending on several factors, but the gap between the two is substantial. BMW is essentially saying the old X5 M60i is twice as thirsty as the new M60e. Naturally, the company’s figures assume maximum use of the battery pack. When powered solely by its combustion engine, the M60e will inevitably consume more fuel given the extra weight it carries.

BMW sees the new X5 in M60e flavor as the flagship of the G65 lineup. Well, at least until the X5 M (G95) arrives in 2028, or so we’ve heard. In the meantime, a true replacement for the M60i is officially in the works. It doesn’t have a name yet, but we do know it will feature a V8 when it arrives “in due course.” A third M Performance derivative will take the shape of an all-electric model.

The New BMW X5 M60e Has Distinctive Design Upgrades

Beyond the numbers, the M-flavored X5 stands out with double-X M Yellow Lights. We saw the race car-inspired yellow theme earlier this month on the M Neue Klasse concept, and now it’s already making its debut on a production model. The M60e further distinguishes itself with a quad exhaust setup, a more aggressive roof spoiler, and unique taillight graphics. Up front, it features a different grille with an M logo and an interrupted horizontal bar inspired by the M stripes.

Other changes include new M-style mirrors, standard 22-inch wheels (optional 23-inch set available), and an M badge adorning the lower section of the front doors. BMW also fits more aggressively styled bumpers with larger air intakes. Inside, the new M steering wheel we first saw as an option on the iX3 comes standard and features red-accented shift paddles, a 12 o’clock marker, and M-colored stitching.

The X5 M60e goes on sale in Europe in early 2027, shortly after the combustion-engine models launch at the end of November this year.

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When a company releases a next-generation product, it focuses on what’s new to lure in customers. While the spotlight is rightfully on the features introduced with the changeover, companies tend to conveniently skip the part where they should mention what they took away. That’s what happened when BMW started removing the beloved iDrive rotary controller and when the 5 Series Touring did away with the tailgate’s independently opening glass.

It’s happening again. This time, the new X5 deletes two key features it had for decades, including a signature trait it has had since the very beginning. Ever since the E53 arrived in 1999, the luxury SUV has featured a split tailgate inspired by the Range Rover, back when BMW owned Land Rover. The subsequent E70, F15, and G05 carried it over, but not the new G65.

All the press shots released so far by BMW show the fifth-generation model with a conventional one-piece tailgate. We’ve asked Munich what prompted the change, although before we get an answer, we’re sure many will jump to the conclusion that it was a cost-cutting decision. It might well be, and perhaps internal studies revealed people simply weren’t using it all that much. Another plausible explanation is that a split tailgate makes the rear of the cargo area harder to reach. Maybe aerodynamic and design concerns also contributed to the split tailgate’s demise. It also adds complexity and weight, so there could be several reasons why it’s gone.

The New BMW X5 Comes Strictly With Two-Row Seating

With the transition to the G65, BMW is also eliminating the optional third row. The seven-seat configuration debuted with the E70 in 2006, and now it’s no more. As to why the next-generation model comes exclusively with two-row seating, we’re hoping the company will answer our inquiry. An educated guess suggests it may not have been a popular option due to the limited legroom for third-row occupants.

With a second-generation X7 arriving next year, the full-size luxobarge is bound to offer a spacious third row. Of course, BMW dealers will happily point out that it has seven seats to persuade X5 shoppers to move up a segment and spend more on the flagship SUV. Whether the G67 will also lose the split tailgate remains unclear, but we hope the larger vehicle keeps it. If not, the Rolls-Royce Cullinan will remain the only SUV from the BMW Group to offer this handy feature.

The new X5 also misses out on ventilated rear seats. While previous-generation models never offered them either, some buyers might have expected to see the feature on the G65. Whether they’ll arrive later in the life cycle remains unclear, but we do know they won’t be available at launch.

The 2027 BMW X5 Loses The iDrive Knob

As we mentioned at the beginning, BMW has deleted the iDrive rotary controller. In fact, the company has removed most physical controls. As if that weren’t bad enough, drivers must now use the 17.9-inch touchscreen to adjust the airflow direction because BMW has eliminated the manually adjustable integrated vent levers.
We saw this coming ever since the iX debuted in 2021, as other models have gradually followed suit.

Don’t go looking for a V8 engine in the spec sheet, because you won’t find one. However, the good news is that BMW plans to launch an eight-cylinder M Performance version in 2027. It may double down on V8s with a full-fat X5 M a year later. An electric M Lite model is also confirmed, and rumor has it that it, too, will be followed by a true M variant in 2028.

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Exterior Design

The Tesla Model Y got a major refresh just last year, entering its “Juniper” model designation. While not a generational changeover, it did add suspension upgrades, styling tweaks, and more. Think of it more as a mid-lifecycle refresh (or LCI in BMW-speak) than a new model. Regardless, the cornerstones of Tesla design are still present on the new Model Y. Minimalism and cleanness are the golden rule, and the Model Y certainly looks modern. Moving over to the iX5, the brand identity is almost certainly just as strong. The identifying Neue Klasse grille, X motif headlights, and sporty but still-traditionally SUV roofline give it away as a new BMW immediately.

If you compare the dimensions, a new story unfolds. The Model Y Juniper is 8 inches (203 mm) shorter than the G65 iX5 overall. It’s also 5 inches (127 mm) wider and shorter than the iX5. Despite that, the G65 has a wider front and rear track, and a wheelbase 6 inches (152 mm) longer. Ultimately the two go about being electric SUVs two distinctly different ways. Overall, the iX5’s design has a bit more personality, and we think the wider track will pay dividends curbside and in the canyons. It’s also worth re-evaluating how the iX3 and Model Y Juniper compare, since it’s just as relevant.

Interior Design

The newest Model Y retains much of the old car’s interior styling. The cockpit offers little more than a screen and a steering wheel. Materials are soft but quality has always been a critical point for Tesla products. And if you compare to the iX5’s interior for even just a second, there’s no real doubt which vehicle has the “nicer” interior. The Tesla is almost Spartan by comparison, and BMW ups the ante with several tech highlights not offered on the Tesla. Of course, considering the top-line Performance trim starts at $57,990 — likely well under where the iX5 will start — that isn’t really a surprise.

Performance

Speaking of the Model Y Performance: 510 horsepower and a 3.3-second zero-to-60 time is hardly something to scoff at. And indeed, the Model Y Performance has a quicker acceleration time than any iX5 model announced yet. That’s despite a substantial power gap: the iX5 60 xDrive makes 578 hp and 593 lb-ft (805 Nm) of torque. BMW claims a 4.6-second zero-to-60, but even if that’s BMW lowballing us, we still expect the Model Y Performance to be comfortably quicker. The hybrid M60e model gets 612 horsepower but even that takes over a full second more to reach 60 mph. Performance is more than straight-line speed, though, and we think that BMW’s time in the game and Heart of Joy dynamics controller will likely allow the iX5 to shine in its own right.

Technology

The Tesla Model Y continues to miss out in one important area when you compare it to, well, any BMW product. The BMW iX5 carries the torch faithfully by offering Apple CarPlay and Android Auto, which will likely supersede almost all use cases for the car’s native OS — admittedly good as it might be. Elsewhere, the two share fundamental technology. Driver aids like a 360-degree camera are available on both cars. Perhaps the biggest tech gap might be illustrated in “self-driving” abilities. BMW’s so-called “Symbiotic Drive” should add additional driver assistance techs that make its hands-free driving features even easier and better to use, but we’ll have to wait and see.

Overall, the design and interior quality of the new iX5 allow it to compare quite favorably to the Model Y. However, considering the price gap and size differences, they’re rather difficult vehicles to truly cross-shop. If the Tesla design model resonates with you, it’s likely the extra savings on top will make the iX5 a hard sell. That said: we’re willing to bet the iX5 feels every bit worth it from the driver seat compared to the Model Y.

First published by https://www.bmwblog.com