BMW X5 Prototype Drive: One Shape, Lots Of FlavorsBMWThe soon-to-arrive fifth-generation BMW X5 is like a buffet of similarly looking but wildly different-tasting dishes. Globally, there will be five different powertrains all wrapped in the same bodywork. These are gas, diesel, plug-in hybrid, full EV and even a hydrogen variant. That's ambitious, and the only version not coming to the U.S. will be the diesel.Before the full unveil later this month BMW gave R&T the chance to experience prototype versions of the gasoline, plug-in hybrid and EV to preview how the finished cars will drive. Naturally, my testing miles were mostly on the winding mountain roads near the X5's production facility in South Carolina.BMW X5 40 xDriveBMWBMW's bread-and-butter X5 isn't going anywhere. The entry-level model will continue to be the X5 40 xDrive, this one equipped with a redesigned version of the long-lived 3.0-liter turbocharged inline-six and aided by a 48-volt mild-hybrid system. Output rises to 400 horsepower and 428 lb-ft of torque, increases of 25 hp and 30 lb-ft, respectively. When queried about what's new with the B58, engineers were quick to say "everything." It has a new cylinder head, runs on the emissions-friendly Miller cycle, has a new turbo, and a fresh exhaust system now equipped with a particulate filter, even the U.S. version. This evolution of the inline-six is debuting in the X5, but expect it to be sprinkled across the BMW lineup as models are refreshed.AdvertisementAdvertisementThankfully, the experience is familiar. The new motor has a quick response and pulls across its whole rev band, with peak torque coming on at a low 1950 rpm. BMW claims a 0-62 time of 5.4 seconds and a top speed of 155 mph. Shifting is as smooth as ever with the ZF eight-speed automatic transmission carrying over unchanged. That said, I found shifting myself via the paddles took some getting used to, because the tachometer finds its home way out ahead of the driver in the new Panoramic Vision display. This Neue Klasse touch replaces the instrument cluster, and then some. While it would be cause for consternation in an M car, this new-age tach is much less offensive in a base X5, where the vast majority of owners would likely ignore it anyway.BMWOf all three versions, the 40 was the sneaky dynamic winner. It's the lightest of the bunch, but still made a great (albeit speaker-enhanced) inline-six sound in the cabin. New electronically-controlled adaptive dampers come standard, but three big options can change how the X5 drives: two-axle air suspension (updated with more air volume), active roll stabilization, and rear-axle steering. These are all offered on the current X5, though that doesn't make them any less important for the new generation. If you want them all, the M Dynamics Professional package is the box to check.One of the most impactful updates to the X5 is the new car-like driving position. Despite mighty fine handling and high limits before, the previous X5 always drove like it was up on its toes. This new generation flips it completely. The redesigned platform and interior ensure the driver sits in the car, not on top of it, shrinking the body around you and instantly increasing handling confidence and lessening the sensation of roll. If you're after a commanding, up-high seating position, prepare to be disappointed. Despite it being the second-largest SUV in BMW's lineup, engineers will tell you this X5 is a driver's car over and over. The only small caveat here is that the pillar-to-pillar Panoramic Vision display forces you to lift the seat a little higher than preferred. A bunker-like seating height fully cut off any sight of the hood and my sense of place along with it.BMW X5 50e xDriveBMWThe plug-in hybrid X5 was an excellent proposition before, and it gets a little bit better in this new generation. A more powerful electric motor, still integrated with the transmission, helps lift combined output to 490 horsepower and 516 lb-ft of torque, resulting in a 0-62 time of just 5.0 seconds. I did find the launch control greatly exaggerated each shift on the way there, smacking me in the back too hard for a non-M luxury SUV.AdvertisementAdvertisementPure performance is the least of the 50e's improvements, though. Where this model really shines is its smoothness. BMW has always done a solid enough job at making the electric-to-gas power transition seamless, but this new PHEV earns an A+ at the job. I only noticed the inline-six fire up if when I was waiting and listening for it. Otherwise, it's quiet sailing no matter which side of the powertrain is supplying the horses.BMWThis 50e is the only version of the X5 I drove with the full M Dynamics Professional Package on it, which results in the best handling, best riding, and most agile X5. BMW's active anti-roll bars strike a lovely balance between keeping the big body upright without compromising ride quality. Chassis engineers emphasized the importance of maintaining a certain degree of natural lean, lest you fail to communicate the car's attitude to the driver. Was that a thinly veiled dig at Porsche's unnaturally flat Active Ride technology?Another key feel upgrade for the X5 is the adoption of the 7 Series' elastically mounted steering system. In case you were hoping that means more steering feel, sorry. What it actually results in is a noticeable increase in the comfortable velvety sensation of the wheel in your hand. Any vibrations or disturbances in the rack are filtered out. This felt quite lovely in day-to-day driving and also did a surprisingly acceptable job of transmitting tire load to my fingers when I started to approach the limit. Unfortunately, there are no BMWs on sale today that transmit a great amount of steering feel, and this is certainly no step in that direction.BMWBMW let me attack a few corners at its Spartanburg, SC Performance Driving School, and like any BMW, there's far more grip on hand than you're expecting in addition to a genuine eagerness to be pushed to the edges of its capability. Even the DSC system is ready and willing to play, letting the rear end gently and predictably slide on my command in tighter corners.BMW iX5 60 xDriveBMWThis is the electric one. Think of the iX5 as the Neue Klasse X5. It's a big iX3 in so many ways, a revolutionary vehicle for BMW you can read all about here. Predictably, the EV is the most powerful and quickest of the bunch at launch. An asynchronous front and externally-excited motor in the rear combine for an iX3-beating 578 horsepower and 594 pound-feet of torque. That sprints the iX5 to 62 in just 4.7 seconds.AdvertisementAdvertisementBMW won't reveal a final wheelbase length yet, but the iX5 is the reason behind it stretching for every version of the car, allowing BMW to fit a 141-kilowatt-hour battery pack between the axles. Just like the iX3, the system is 800-volt, which facilitates extremely fast charging performance. BMW claims 400 kW charging speeds for the iX3 if you can find a capable charger, and we suspect the iX5 will follow in its footsteps. Another spec BMW is shy on today is an official range figure, as it says the car is still going through certification steps. If the iX3 is a good benchmark to use, however, an EPA-rated number above 400 miles seems safe to assume.BMWBMW has done an excellent job of keeping the experience consistent across the board for every X5, though there's no mistaking the extra mass onboard the iX5. Its ride is perfectly sound in a vacuum, but it was impossible to miss the extra poundage on the road. Impacts were that little bit heavier. Direction changes came with a little more weight transfer behind them. It's just the natural reality of adding over 1000 pounds of battery and electric drive components to the equation.The benefits are all predictable, too. Acceleration is head-pinning at first, but gently fades as speed grows. There's no doubt this EV is quick, just not expletive-inducing, M car quick. How it slows down is arguably more impressive than its acceleration. BMW brings the iX3's "Soft Stop" feature onboard, resulting in one-pedal stops smoother than any other EV on sale.Improvements to the audio system-based noise cancellation system and enhanced sound deadening make themselves especially apparent in the iX5. Just a little whisper of the wind from the car's sizeable side mirrors is present at highway speeds. You'd hardly know it has massively wide 22-inch wheels mounted to Michelin summer performance tires.BMWAs the base electric model for the X5, there's a whole lot of performance here. BMW will surely have spicier M versions to come. Engineers just don't want to talk about them yet. The iX5 is the last of these three that will come to market with sales slated to start in February 2027 here in the U.S. You'll be able to snag an internal combustion engine-powered X5 as early as October this year, and the final design is only weeks away from a final reveal.AdvertisementAdvertisementBMW says these prototypes are in their final development phase with only tiny tweaks to come. Regardless of how this extremely important SUV ultimately looks, the drive was mighty promising. Let's just hope the follow-up M division variants are just as silly fun as the V-8-powered offerings available for the fourth-gen X5.You Might Also LikeIf You Can Only Own One Car, Make It One of TheseThese Are the Most Popular Cars by State