More powerful plug-in hybrid BMW X5 a true diesel alternative

The BMW X5 needs little introduction when it comes to large SUVs for always having been seen as the most complete in its class

From zero to hero

A statement that could still be seen as bullish given the presence of the Mercedes-Benz GLE, Porsche Cayenne and to some extent, left-field options such as the Volkswagen Touareg and Jeep Grand Cherokee, the X5’s rise from one of the most hated BMW models to one of the most important is a familiar one.

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Levering off of BMW’s ownership of Land Rover at the time, the X5, upon the debut of the original E53 in 1999, wasn’t seen as an alternative to the Range Rover, but rather as the predecessor of the GLE, the M-Class, which premiered two years before.

The criticism that subsequently followed seemed justified. The three-pointed star had a reputation for off-roaders with G-Class, whereas BMW had nothing. The thought of the X5 being a failure seemed, therefore, certain.

However, as history showed, it became a runaway success and despite the current fourth generation G05 being one of BMW’s most senior models at seven-years old, an extensive facelift two years ago kept it fresh in the face of more modern rivals.

PHEV out to steal diesel’s crown

Locally, the X5 has been dominated by a single derivative, viewed as all the SUV buyers in the segment will ever need.

With the obligatory M Sport package present, the xDrive 30d has become the default X5 despite the past availability of petrol engines, the more powerful xDrive 40d, tri and later quad-turbodiesel versions of the M50d, and the flagship X5 M.

Despite this, BMW itself claims that an alternative still prevails in the form of the xDrive 50e that replaces the pre-facelift xDrive 40e as the new flagship non-M Performance X5 variant.

Positioned below the M60i, the 50e denotes BMW’s plug-in hybrid that combines the 3.0-litre B58 straight-six turbo-petrol engine with a 25.7-kWh battery pack powering a 145kW/280Nm electric motor on the rear axle.

Combined with the petrol’s 230kW/450Nm, the 50e develops 360kW/700Nm, which BMW claims will see it get from 0-100 km/h 4.8 seconds and on to a limited top speed of 250 km/h.

An uptake of 150kW/50Nm on the 30d’s 3.0-litre turbodiesel straight-six, the supposed benefit is efficiency in using the electric hardware on a daily basis without needing to revert to the combustion engine permanently.

Capable of 140 km/h without needing the petrol engine, the claimed electric range of 110 km can be seen as more than sufficient from a commuting standpoint, but unlikely to match the diesel’s all-round capability once the batteries go flat.

Still a looker

Arriving in a stunning shade called Tanzanite Blue Metallic complete with the optional carbon exterior package and sized-up 21-inch bi-colour alloy wheels for the seven-day stay, the revisions only add to the X5 as a segment standout.

Besides the secondary flap behind the left front wheel arch that hides the charging port, the xDrive 50e, as with the rest of the X5 range, gets a new front bumper with squared-off vertical side air intakes, a new lower air intake and skidplate, restyled LED headlights with the optionally fitted Matrix LEDs, and new light clusters with the same Y-shaped LEDs as the X1.

Besides the mentioned carbon package and blue finish to the M Sport brake calipers, the kidney grille has been made narrower in a move that works in the X5’s favour compared to the controversy it continues to unlock in the new 7 Series. 

Interior still looks and feel the part

As per the mid-life refresh, opening the door reveals an interior that looks surprisingly modern and not approaching a decade old.

By and large, the cabin’s hidden age comes from the fitting of the Curved Display consisting of the 12.3-inch digital instrument cluster and the new 14.9-inch iDrive infotainment system with the 8.0 operating system.

Furnished further with a new steering wheel, slimmer central air vents and a restyled centre console housing a toggle switch for the eight-speed Steptronic gearbox in place of a traditional lever, the biggest constant is the rotary dial to navigate through the iDrive system.

While a massive plus in spite of the display having touchscreen functionality, the system isn’t as clear-cut as the three-pointed star’s MBUX, with too many sub-menus and icons for pre-loaded apps, many buyers are unlikely to ever use.

Unsurprisingly, fit-and-finish leaves little to be desired with impeccable build quality, a neat and clean layout and comfortable seats

In fact, the only gripe is the Ivory White Merino leather upholstery. While stunningly contrasted with the blue exterior, it simply isn’t a long-term proposition and will require constant attention to keep clean.

Not as easy to fault is interior comfort. Besides the heated, electric and ventilated seats, the heated rears are equally as impressive and further bolstered on the cosy side by a pair of USB ports integrated into the front seatbacks, sunshades and a central armrest.

>Devoid of any space concerns despite the panoramic sunroof, practically leaves little to be desired as the automatically opening split tailgate reveals a 500-litres boot that increases to 1 720-litres with the rear seats folded down

The only caveat is a lack of a dedicated recess or storage area for the charging cables. Located in a pair of storage cases, the hardware takes-up some of the boot’s space, the majority of buyers will, admittedly, not see as a massive drawback.

The drive

It is, however, on the move where the xDrive 50e becomes a bit of a conundrum owning not only to its power advantage over the xDrive 30d, but how to balance this with a hybrid mentality as opposed to simply booting it.

In total, the xDrive 50e has three driving modes; the default hybrid, Electric and Sport – the latter combining the straight-six with the electric motor and battery to deliver the full 360kW/700Nm.

As quiet and refined as it is in Electric with ample power to move 2 495 kg of BMW, switching to Sport mode unlocks a brutal and responsive side complete with the charismatic straight-six soundtrack.

In its hybrid mode, the X5 still feels potent – unsurprisingly much more than its combustion engine siblings as a result of the electric motor’s instant shove whilst the petrol spools up.

Connected to the seamless Steptronic ‘box, with our without using the paddle shifters, the drivetrain’s transition is also smooth and the ride cossetting, but not as floaty as a result of the optionally fitted air suspension.

Being an older plug-in hybrid, the xDrive 50e only supports DC charging done via a traditional household socket, or an on-board 7.4 kW charger.

Reverting to the former meant a waiting time of eight hours, not surprising given the size of the battery, but also a pain compared to the method used to “top-up” the xDrive 30d.

Comparatively, running on the electric motor meant at least three days of not using the petrol engine at all throughout the seven days and eventual 272 km.

The end result was an indicated fuel consumption best of 5.9 L/100 km versus BMW’s unrealistic 1.9 L/100 km claim on the combined cycle.

Conclusion

As much as the xDrive 50e shows its undoubted merit as the ideal BMW X5 to have, its promised efficiency and drivetrain is unlikely to silence the stigma of electric vehicles even though a combustion engine still resides up front.

At R1 927 000 before options, the xDrive 50e M Sport is also R98 363 dearer than the comparative xDrive 30d and despite being more powerful too boot, will simply be seen as “too foreign” compared to the proven and straightforward oil-burner.

Opting for it above the xDrive 30d and the conventional xDrive 40i still has its appeal and proof that stepping out of the comfort of familiarity can result in a massive surprise for those who dare.

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