BMW X5 xDrive40e 2016 Review

BMW X5 xDrive40e
Road Test

BMW's X5 plug-in hybrid, the xDrive40e, is everything the Toyota Prius isn't.

The BMW provides very practical SUV packaging. It's also highly refined – and not just quiet on the road either. Lastly, and this is the major point of difference, the X5 plug-in can be fun to drive.

As a hybrid, the X5 doesn't quite hit its target. I'm currently without the means of recharging the BMW at home, and its range in MAX eDrive (full electric mode) might get me from work to home without the petrol engine starting. The operative word there is 'might'. And there'll certainly be no charge remaining the following day for the trip to work.

Home for me is just under 20km from work. On the one (rainy) night I had an opportunity to drive the X5 home, fully charged, I literally reached the 18km mark and floored the car to get through an intersection – and that one act consumed the remaining battery charge. I've had a similar experience in Porsche's Panamera S e-Hybrid in the past.

It was petrol power for the remainder of the distance in the BMW, and that resulted in the trip computer posting an average fuel consumption figure of 0.7L/100km for the journey. You really can't complain too much about that...

On a country run of about 60km, starting with negligible charge in the battery and exercising no care for fuel economy whatsoever, I watched the trip computer post a figure for the trip of over 12.0L/100km. Gentler driving brought that down to 11.4L on the trip meter and a longer-term average of 9.9L in the more detailed analytical section displayed in the infotainment screen.

Charging the battery overnight should realistically keep the X5 averaging well under 8.0L/100km in daily commuter traffic, if the run to work from home is 20km or less. That's at least as good as a diesel-engined X1. And if you can charge at work and home, the X5 will do considerably better than 8.0L on a regular basis.

Of course, it needs to be stated that the cost of recharging comes out of your wallet too, but that cost should be lower than filling up at a petrol station. And there's the convenience factor also. Forget about scouting around for a service station when the low-fuel light shines, but if you're that poorly organised you will likely forget to connect the plug-in to mains power each night.

All of this is useful to know, but what is the X5 xDrive40e like, beyond the limitations of its plug-in hybrid drivetrain system?

The country run mentioned above revealed that the BMW is enjoyable to drive, in ways that neither SUVs nor plug-ins are supposed to be. It turns in precisely and the steering – even in EcoPro mode – is impressively communicative. In that energy-saving mode it lacks feel on centre, but in Normal or Sport modes it's a better deal.

Roadholding is outstanding for a plug-in SUV. In fact the BMW is so capable it will put to shame many lower-riding passenger cars of the conventional variety. Even at the point where it's approaching the limits of adhesion the BMW felt safe and manageable. Eventually the stability control will step in, but that's a fair way beyond what most drivers would consider sensible.

Ride comfort is fine on suburban roads that are reasonably well maintained. There's not a lot of give on patchy and lumpy country roads, but there's little actual impact harshness up front; it's just firmly damped, with good body control as a consequence. In EcoPro mode the BMW's ride is more settled than in Sport mode, but it takes speed and some seriously neglected road surfaces to make the occupants feel pummelled.

NVH is very well suppressed. Even with the engine running at freeway speeds there's just some wind noise and a subdued rumble from the tyres to disturb the serenity. Unlike the Atkinson-cycle engine in the Prius, the BMW powerplant likes to rev. And while it has enough torque to keep the X5 moving from low revs (and very peacefully at 1500rpm), it seems happiest higher in the rev range, when it's being handed a thrashing. Under load the engine sounds pleasant and spins freely up to redline.

Nevertheless, the engine also slides in and out of hybrid-drive operation with a smoothness that's almost completely unobtrusive. It's coupled to a ZF eight-speed automatic that can be operated sequentially through shift paddles. This combination transmission and engine makes for a strong partnership, especially when getting places in a hurry.

The transmission will shift up at redline, even in Sport mode and selecting gears with the paddles. Ratios feel close – as they should in an eight-speed transmission – and for all the engine's peaky character, the X5 never feels sluggish or dull to drive hard.

In fact, while this variant of X5 is being touted by BMW as an environmental saviour, its true merit shines through when it's being given some stick. The abiding sensation from driving the xDrive40e with a bit more determination is it feels light and lively – four-cylinder power or not. This is truly how plug-in hybrids should be.

Perhaps the one minor objection to the way the X5 xDrive40e operates is the way the engine has to restart when the battery is depleted and the car has slowed for a corner. There's a short delay as the engine restarts before the vehicle accelerates out of the corner. That is, unfortunately, a common issue with plug-in hybrids.

From a packaging standpoint, it's all fairly conventional BMW design. The optional Comfort seats ($1100) are as well shaped and comfortable as they promise, the driving position is easily set up for the right relationship to wheels and pedals, plus there's abundant room in the rear for adults. You do miss out on third-row seating, of course.

There are some nice touches, like the blue ambient lighting at night, for instance. In the boot there's a lift-up panel with gas struts to conceal the battery charger, which has clips and straps to hold it in place without rattling around. The boot floor is fairly high for loading heavier items, but the two-piece tailgate is practical in confined spaces.

What's not right about the X5 xDrive40e? Not much.

For the price it's not exactly cheap, but the SUV's enjoyment factor means owners will be more inclined to overlook the fact they're paying so much for a vehicle designed with its primary purpose in mind to save fuel and the environment. And it is line-ball with the diesel-engined X5 xDrive40d, so pricing is not the stumbling block it once was.

The X5 xDrive40e is $25,000 cheaper than Porsche's plug-in Cayenne, and it's at least $80,000 more satisfying to drive than Mitsubishi's Outlander PHEV.

This particular car, we're told, was a pre-production vehicle that lacked comfort access and acoustic pedestrian warning that will be standard features of the plug-in X5 sold to the general public.

Most of the issues with the BMW are conceptual rather than concrete – as is the case too for the other plug-in SUVs mentioned in the preceding paragraph. On balance though, the plug-in X5 argues a strong case.

2016 BMW X5 xDrive40e pricing and specifications:
Price: $132,100 (as tested, plus on-road costs)
Engine: 2.0-litre four-cylinder turbo-petrol
Output: 180kW/350Nm
Transmission: Eight-speed automatic
Fuel: 3.3L/100km (ADR Combined)
CO2: 77g/km (ADR Combined)
Safety Rating: TBA

Also consider:
>> Audi Q7 e-tron (when it arrives)
>> Lexus RX450h Luxury (from $88,000plus ORCs)
>> Porsche Cayenne S e-Hybrid (from $143,100 plus ORCs)