BMW tunes the new X5 for the road rather than serious off-roading

Philip Koehn, BMW’s senior vice-president responsible for the Luxury Class, Alpina and Rolls-Royce, said at a round-table discussion after the new X5’s unveiling that improving its off-road ability had not been a leading development priority. In remarks reported by BMWBlog, he said engineers had instead focused on creating more space, broadening the powertrain range and improving efficiency, aerodynamics and handling.

The new X5 is not trying to be a Defender

BMW launched the original X5 in 1999 as a premium SUV with sporting road manners rather than as a dedicated off-roader. The fifth-generation model follows the same philosophy. Adaptive suspension with electronically controlled dampers is standard, while weight distribution remains close to 50:50. Optional air suspension, active roll stabilisation and rear-wheel steering place the emphasis on cornering precision and comfort rather than rock-crawling ability.

Six-cylinder versions of the previous X5 could be ordered with the xOffroad package. It combined air suspension on both axles, an electronically controlled M Sport differential, underbody protection and four driving modes: xSnow, xSand, xGravel and xRocks. Depending on the surface, the system adjusted ground clearance, accelerator response, transmission behaviour, xDrive operation and stability-control settings.

BMW has not mentioned an equivalent package in the official material for the new X5. Air suspension and xDrive are listed, but there is no reference to dedicated sand, rock or gravel modes, nor to reinforced underbody protection. It is therefore reasonable to conclude that, at least at launch, the new model will not offer a comprehensive off-road package comparable with its predecessor’s.

That clearly distinguishes the X5 from the Range Rover Sport. The British rival’s Wade Mode raises the body to its highest setting, configures the drivetrain for deep water and allows the car to wade through up to 900 mm. BMW has published neither a wading depth nor approach and departure angles for the new X5, further underlining the two models’ different priorities.

A 226 mm ground clearance is good for more than kerbs

The suggestion that the new X5 cannot leave the tarmac is not supported by its basic specifications. The diesel X5 40d xDrive and plug-in hybrid X5 50e xDrive offer 226 mm of ground clearance when unladen. That is 12 mm more than the official standard setting of the fourth-generation X5. The fully electric iX5 sits lower at 199 mm because of its battery.

All mainstream European versions use xDrive four-wheel drive. Petrol and diesel models can tow up to 3,000 kg, while the plug-in hybrid is rated to pull a braked trailer weighing as much as 3,300 kg. The electric iX5 is limited to 2,700 kg. Those figures make the X5 suitable for towing a boat, horsebox or large caravan, rather than merely handling the school run and daily commute.

Its size and tyre choices will still limit serious off-road use. The X5 is 4,994 mm long and 2,000 mm wide, and comes with 21-inch wheels as standard. Optional wheels extend to 23 inches. A low-profile road tyre will not withstand sharp rocks or deep ruts as well as a dedicated off-road tyre on a smaller wheel.

For owners, that sets a clear boundary. With air suspension and suitable tyres, the X5 should cope with a snowy country road, gravel, a wet field or a moderately rough forest track. On rocky trails or in deep mud, however, it lacks dedicated terrain modes, generous approach and departure angles and a manufacturer-approved wading depth.

BMW invested in space and everyday practicality

The fifth-generation X5’s wheelbase has grown by 61 mm to 3,035 mm. Rear passengers gain more knee room, while the rear-seat backrest is reclined by an additional two degrees. BMW offers the X5 only with two rows of seats, leaving the seven-seat option to the larger X7.

Petrol and diesel versions provide 655–1,850 litres of luggage space. The fully electric iX5 offers the same rear boot capacity and adds a 53-litre storage compartment beneath the bonnet. The plug-in hybrid’s battery reduces luggage capacity to 525–1,680 litres.

BMW has also abandoned the split tailgate that had been a feature of the X5 since the original model. The new one-piece hatch creates a wider opening and makes loading easier, but removes the lower section that owners often used as a seat or as a barrier to stop items rolling out.

The increase in space and practicality supports Koehn’s explanation. BMW directed development resources towards features owners are likely to use every day rather than capability most customers would call on only occasionally.

Five powertrain types took priority over an off-road package

The new X5 is the first BMW to offer five powertrain types globally: petrol, diesel, plug-in hybrid, battery-electric and hydrogen fuel-cell. The first versions are due to reach selected markets at the end of November 2026, with the iX5 and plug-in hybrids following in early 2027. The hydrogen-powered iX5 Hydrogen will arrive later.

The X5 40d xDrive, an important version for Europe, combines a 3.0-litre straight-six diesel with a 48 V mild-hybrid system. It produces 230 kW and 670 Nm, accelerates from 0–100 km/h in 6.1 seconds and, according to preliminary WLTP figures, consumes 7.0–7.3 l/100 km.

The X5 50e xDrive plug-in hybrid develops 360 kW and 700 Nm. Its battery has a usable capacity of 26.5 kWh and provides an electric range of up to 101 km. The more powerful X5 M60e xDrive produces 450 kW and 800 Nm and reaches 100 km/h in 4.5 seconds.

The iX5 60 xDrive represents the biggest technical step forward. Its dual-motor powertrain produces 425 kW and 805 Nm, while a battery with 141 kWh of usable capacity delivers a preliminary WLTP range of 645–845 km. The 800 V electrical system supports charging at up to 460 kW and can take the battery from 10 to 80 per cent in 23 minutes.

The electric iX5 uses BMW’s new Heart of Joy control unit, which integrates propulsion, braking, energy recovery and chassis management. Combustion-engined and plug-in hybrid versions use a tenth-generation vehicle-dynamics control system to perform a similar role. BMW has therefore invested in closer coordination between the powertrain and chassis rather than in additional terrain modes.

A dedicated off-road model could fill the gap

According to BMWBlog, BMW is considering a more off-road-focused SUV reportedly being developed under the project name “Rugged”. Said to carry the unofficial G74 development code, it could arrive in 2029, use a heavily modified version of the X5’s monocoque platform and offer three rows of seats. BMW has not officially confirmed the project, its eventual name or a production decision.

Such a model would allow BMW to separate the two sets of customer priorities more clearly. The X5 could continue to compete with the Audi Q7, Mercedes-Benz GLE and Porsche Cayenne primarily through road manners, technology and powertrain choice. A tougher, dedicated model could instead target buyers considering the Mercedes-Benz G-Class or Land Rover Defender.

The strategy would make sense. Equipping every X5 with specialist off-road hardware would add weight, cost and energy consumption. The separate model may never reach production, however, so the rumour should not be treated as a guaranteed replacement for the capability the X5 no longer offers.

BMW has made a rational choice, though not one everyone will welcome

BMW’s decision reflects how premium SUVs are used in the real world. An X5 owner is more likely to value quiet motorway cruising, a large boot, stable towing behaviour and a long electric range than low-range-style gearing or hardware designed for crawling over rocks.

The trade-off is reduced versatility. With the previous model’s xOffroad package, buyers could combine sporting road manners with stronger-than-average off-road ability. The new X5 is more clearly road-focused, even though its ground clearance and four-wheel drive still leave it capable of venturing well beyond the tarmac.