2024 BMW X5

The 2024 G05 LCI facelift raised the volume xDrive40i's B58 inline-six from 335 hp to 375 hp with the addition of 48V mild-hybrid assist — a real change year, not a carry-over.

Peak torque of 398 lb-ft arrives from 1,850 rpm and holds to 5,000 rpm, up from 331 lb-ft pre-facelift; the flat curve is what makes the X5 feel effortless in normal driving.

BMW's own 5.2-second claim for the xDrive40i is conservative — independent instrumented tests of this drivetrain have come in a half-second or more quicker — but the manufacturer figure is used here per the manufacturer-outranks-secondhand rule.

The B58 inline-six is among the smoothest engines sold at any price, and the 2024 facelift's 48V starter-generator fills the bottom of the rev range and makes stop-start far less obtrusive; turbo lag is essentially absent and the six stays silky to redline.

The eight-speed ZF Steptronic is decisive, quick to kick down and imperceptible when cruising, with genuinely useful paddle control; it rarely hunts and is a segment reference for calibration.

7,200 lbs properly equipped is at the top of the mid-size luxury SUV class and enough for a mid-size travel trailer or a two-horse trailer.

xDrive all-wheel drive is standard on every 2024 X5 except the entry sDrive40i, and it is a sophisticated rear-biased system with electronically controlled torque split and brake-based torque vectoring; no low range, and the xOffroad package with its rear locker is a 2025 addition, not available on 2024 US cars.

8.7 inches of ground clearance and the available two-axle air suspension give the X5 more genuine capability than most car-based luxury SUVs, but for 2024 there is no low range, no locking differential and no dedicated terrain modes — it is a pavement-first vehicle that handles a snowy or gravel road well.

Four distinct powertrains in 2024 — mild-hybrid inline-six in RWD and AWD, a 483 hp plug-in hybrid, a 523 hp mild-hybrid V8, and the 617 hp X5 M Competition — covering economy, electrification and outright performance in one nameplate.

The 2024 facelift's 48V mild-hybrid B58 returns 25 MPG combined — strong for a 5,000-lb luxury SUV making 375 hp, and notably the AWD xDrive40i carries the same EPA rating as the rear-drive sDrive40i.

23 MPG city is helped materially by the new 48V system's smoother, more frequent engine shutdown in traffic — a gain over the 21 MPG city the pre-facelift xDrive40i posted.

27 MPG highway is mid-pack for a mid-size SUV in absolute terms — the tall, heavy body limits what the tall eighth gear can recover — but it is competitive against other six-cylinder luxury rivals.

A large 21.9-gallon tank paired with 25 MPG combined gives roughly 548 miles of EPA-rated range — one of the X5's quietest strengths and a genuine road-trip advantage over most rivals in the segment.

EPA puts annual fuel cost at $3,050 for the volume 40i — high in absolute terms because the premium-fuel requirement compounds a merely average consumption figure.

Every gasoline X5 requires 91-octane premium unleaded, which adds roughly 40–60 cents per gallon over regular across the whole ownership period with no regular-fuel fallback offered.

NHTSA rated the 2024 X5 (both AWD and RWD) 4 stars overall — 4 stars frontal (driver and passenger), 5 stars side barrier and pole, 4 stars rollover with a 15.9% rollover probability. The frontal and rollover results keep it a star short of the best mid-size SUVs.

Crashworthiness is uniformly Good — small overlap front driver and passenger, original and updated moderate overlap front, and the updated side test — but the 2024 X5 earned no IIHS award at all because its standard headlights rated Marginal. (The mechanically identical 2025 X5 took 2024 TOP SAFETY PICK+ once Acceptable headlights became standard, which isolates lighting as the sole reason for the miss.)

Active Driving Assistant is standard on the volume xDrive40i: Frontal Collision Warning with City Collision Mitigation (AEB with pedestrian detection), Active Blind Spot Detection, Lane Departure Warning, Speed Limit Info, rear cross-traffic alert with rear automatic braking, and Parking Assistant with rearview camera. Adaptive cruise and lane-departure prevention/centering are not standard — both require the optional Driving Assistance Professional Package, which is a real gap on a $67,500 luxury SUV.

Top marks in both current IIHS front crash prevention evaluations: Good in the updated (2.0) vehicle-to-vehicle test, which runs to 43 mph and includes a medium truck and a motorcycle target, and Good in the pedestrian test, whose 2024 protocol includes the nighttime scenarios. Nothing in the segment does better on these evaluations.

Active Blind Spot Detection and rear cross-traffic alert are standard across the range, and the cross-traffic system brakes rather than merely warning. Exit warning is included and steering-level intervention arrives with Driving Assistance Professional; there is no factory trailer-aware coverage.

Lane Departure Warning is standard but lane departure prevention is not, and lane centering only appears with the optional Driving Assistance Professional Package. Reviewers rate the centering itself as merely average — competent on the highway, with assisted lane changes that feel abrupt.

Active Cruise Control with Stop & Go and Extended Traffic Jam Assistant is refined and well-integrated with Highway Assistant when fitted, and reviewers rate it among the better luxury systems. It is held back here by availability: nothing adaptive is standard on the volume xDrive40i, so a base-spec buyer gets fixed-speed cruise only.

The 2024 LCI introduced Highway Assistant, genuine hands-off driving on mapped limited-access highways at up to 85 mph with an eyes-on driver monitor and hands-free lane changes. It is a capable system but optional, and its mapped-road coverage is narrower than GM Super Cruise or Ford BlueCruise.

The volume trims — sDrive40i, xDrive40i and xDrive50e — carry headlights IIHS rated Marginal, faulted for inadequate high-beam illumination on straightaways and right curves. Only the M60i's LED units reach Acceptable, and no 2024 X5 headlight earns Good. This single item cost the X5 both IIHS awards and is the clearest weak spot in an otherwise strong safety case.

The upright seating position gives a commanding forward view and side sightlines are good for a mid-size luxury SUV, but thick rear pillars and a shallow rear window leave meaningful over-the-shoulder blind zones. The standard rearview camera and Parking Assistant cover the basics; 3D Surround View, which fixes the rest, is optional.

IIHS rates the X5's child-seat anchor hardware Good — the top rating — with easily reached lower anchors and clear markings, and the wide-opening rear doors make installation straightforward. Two full LATCH positions rather than three, and rear-seat width that makes 3-across a squeeze, keep it out of the very top band.

BMW deleted the X5's optional 5+2 third-row seat with the 2024 G05 LCI facelift, so unlike earlier G05 years there is no seven-seat configuration at any trim; buyers needing a third row are pushed to the X7.

Generous front headroom for a mid-size luxury SUV, and the figure already reflects the standard panoramic roof rather than a fixed-roof best case.

39.8 inches is short of the mid-size SUV norm on paper — the X5's front compartment is set up around a low, sporting driving position rather than maximum stretch-out room, and the number lands below the segment normalization band.

38.7 inches clears the segment mid-point comfortably; adults sit upright in the second row without the panoramic glass roof cutting into head space.

37.4 inches on a 117.1-inch wheelbase is competitive rather than class-leading — fine for two adults behind two adults, but rivals like the GLE and X7 give more, and the middle position is narrow and hard.

There is no third row on the 2024 X5 at any trim — the optional 5+2 bench offered on earlier G05 model years was discontinued with the facelift, so the item scores in the bottom band by absence.

33.9 cubic feet is modest for a 194-inch SUV — BMW's own figure — because the X5's fastback-ish roofline and full-size spare-delete packaging trade absolute volume for shape; the split tailgate makes what is there easy to load.

72.3 cubic feet folded is mid-pack for the class — enough for bulky loads with the flat-folding 40/20/40 bench, but well short of boxier rivals of the same footprint.

Competent rather than clever: a good-sized center console with a covered cubby and cupholders, usable door bins, a standard wireless charging tray, and the genuinely useful two-piece split tailgate that gives a load ledge — but no underfloor bin of note, no household outlet, and nothing like the giga-console or frunk tricks that define the top band.

The standard Sensafin sport seats are well-shaped and supportive, and the optional 20-way multi-contour seats with extending thigh support, massage and ventilation are among the best chairs in the segment; the rear outboard seats are comfortable for long stints, with only the narrow, firm center position letting the side down.

Composed and well-damped with real body control, but firm — standard 20-inch wheels on run-flat tires let sharp impacts and pavement seams through, and the two-axle air suspension that smooths that out is an option on the gas trims (standard only on the xDrive50e).

Hushed at highway speed — the inline-six is effectively inaudible cruising and wind noise is well suppressed — with only modest road roar from the 20-inch run-flats keeping it out of the very top band.

Three-stage heated front seats, dual-zone automatic climate and a panoramic moonroof are standard, and remote pre-conditioning runs through the My BMW App; the richer kit — four-zone climate, ventilated fronts, heated rear seats, heated wheel and armrests — is bundled into the Premium/Climate Comfort packages rather than being standard, which is normal for the segment but costs money.

The 2024 X5 opens with the rear-drive sDrive40i at $66,195 including the $995 destination charge, the first year of the G05 LCI facelift with the 375-hp 48V mild-hybrid B58 six. That is above the SUV normalization band ceiling of $65,000 — the X5 is a mid-size luxury entry priced well beyond mainstream SUVs.

The volume seller is the all-wheel-drive xDrive40i at $68,495 including destination; nearly every retail example carries the $2,550 Premium Package (ventilated front seats, heated steering wheel, Harman Kardon, gesture control), putting a typically-equipped car around $71,000. Popular adds — Driving Assistance Professional ($2,100), Parking Assistant ($900), M Sport and 21-inch wheels — routinely carry as-tested stickers into the low $80Ks. Above the SUV band ceiling of $68,000.

BMW Ultimate Care covers factory-scheduled maintenance for 3 years / 36,000 miles, which holds early costs down, but wear items are excluded and the X5's run-flat 20–21-inch tires, large brakes, and dealer-only diagnostics make years four and five expensive — CarEdge's own data shows the cost curve is heavily back-loaded ($6,116 at 5 years versus $19,459 at 10). Landed above CarEdge's headline five-year figure and just below the Audi Q7 to reflect that post-warranty exposure.

Independent depreciation studies put the X5 at roughly 47% retention (iSeeCars, 53.1% depreciation) to about 40–46% (CarEdge), and the luxury mid-size SUV class average is ~50% — the X5 trails its own segment. Heavy option content that buyers never recover, plus a lease-heavy sales mix feeding off-lease supply, are the drivers.

The BMW New Vehicle Limited Warranty runs 4 years or 50,000 miles, whichever comes first — mid-band and typical for the German luxury set (matches Audi and Mercedes-Benz), but short of Genesis and Jaguar at 5 years.

BMW offers no extended powertrain coverage — the engine, 48V mild-hybrid system and xDrive driveline are covered only for the same 4 years / 50,000 miles as the basic warranty, below the SUV band floor of 5 years and far behind Genesis (10 yr / 100k) or Lexus (6 yr / 70k). Only the xDrive50e plug-in hybrid's high-voltage battery carries the federally mandated 8-year / 100,000-mile term, and this scorecard covers the gas xDrive40i.

BMW Ultimate Care is standard on every MY2024 BMW — 3 years / 36,000 miles of factory-scheduled maintenance (oil and filter changes, brake fluid service, cabin and engine air filters, vehicle checks, remote software updates) — layered on 4 years of unlimited-mileage 24/7 roadside assistance, a 12-year rust perforation warranty, and BMW ConnectedDrive / Digital Premium service trials. A genuine multi-year benefit package, comparable to Audi Signature Care (3 yr / 30k mi) and Genesis (3 yr / 36k mi); marked down slightly because wear items — brake pads and rotors, wiper blades, tires, alignment — are explicitly excluded, which is where an X5's real bills land.

$71,045 volume-trim price minus its estimated resale value after 5 years (45% retained, or about $31,970) leaves about $39,075 in depreciation. Add the projected $7,400 in 5-year maintenance and repairs, and owning this vehicle for 5 years costs about $46,475 in total.

Signals are good but not top-tier: J.D. Power rates the 2024 X5 82/100 for Quality & Reliability ("Great") and Consumer Reports calls the gas X5 more reliable than the average 2024-model-year vehicle, while flagging the X5 PHEV as below average. Offsetting that, 2024 is the first year of the G05 LCI — new curved display/OS 8, reengineered 48V mild-hybrid drivetrains — and first-refresh years historically surface teething problems, which the eight NHTSA campaigns bear out.

BMW's dependability standing at this model year was better than its reputation suggests — 9th overall and 3rd among premium brands in the J.D. Power 2024 U.S. Vehicle Dependability Study at 190 PP100, behind only Lexus (135) and Porsche (175), and the X6 (the X5's mechanical twin) was the highest-ranked Upper Midsize Premium SUV. Consumer Reports' brand rankings are less generous, placing BMW mid-pack, so this is a solid upper-middle finish rather than a Lexus-tier one.

Eight NHTSA campaigns for the 2024 X5 — high for one model year, and the pattern is the problem rather than the count. The Continental-supplied integrated brake module defect (loss of power brake assist plus non-functioning ABS/DSC) required three separate campaigns (24V-104, 24V-697, 24V-739) because the original remedy parts themselves had to be replaced again, with a further 2026 campaign (26V-422) catching 428 vehicles whose remedy was performed incorrectly. Two knee-airbag recalls and an improperly manufactured instrument panel add to it; the tire-placard recall is trivial.

The volume xDrive40i runs the B58 3.0L turbo inline-six, reengineered for 2024 with 48V mild-hybrid assist to 375 hp / 383 lb-ft (up 40 hp and 51 lb-ft), mated to the ZF 8HP automatic. The B58 has one of the strongest high-mileage records of any modern BMW engine — durable enough that Toyota bought it for the Supra — and the ZF 8HP is a segment benchmark. Marked down slightly because the uprated 48V variant was new for this model year and had no long-term field history at launch.

The LCI cabin is a genuine strength — standard Sensatec or optional Vernasca leather across the seats, armrest and dashboard, real metal and wood trim, and the new BMW Curved Display with expanded standard equipment. Reviewers rate it a notch below the Mercedes-Benz GLE for outright richness but ahead of the Audi Q7 and Acura MDX. The fussy touch-based climate control is the recurring complaint.

Spartanburg assembly is consistently strong and reviewers report tight panel gaps with no interior rattles, which is the segment standard BMW usually meets. Held below the 2026 car because 2024 is the LCI's first year and the assembly record has a concrete blemish: NHTSA 24V-138 recalled X5 sDrive40i and xDrive40i units for an improperly manufactured instrument panel that could separate during air bag deployment — a manufacturing-quality defect, not a design one.

Roughly 345 US BMW dealerships give dense metro coverage and workable secondary-market coverage — far better than Alfa Romeo, Jaguar or Genesis, thinner than any mainstream brand in rural areas. Service satisfaction lands around the luxury average in J.D. Power CSI studies, and BMW Ultimate Care covers scheduled maintenance for 3 years/36,000 miles alongside the 4-year/50,000-mile warranty.

Parts are easy to get through the dealer network and a deep independent aftermarket (FCP Euro, ECS, Turner), so availability is not the issue — cost is. RepairPal puts X5 average annual repair and maintenance at $1,166 against $652 for all vehicles, rates it 2.0/5 for reliability and 13th of 19 luxury full-size SUVs, and notes both frequency and severity of repairs run above normal. Valve-cover and oil-pan gasket leaks after ~60k miles are the signature out-of-warranty expense, and BMW labor rates sit near the top of the industry.

The 2024 LCI replaced the pre-facelift 12.3 in screen with the 14.9 in Curved Display across the whole range, and it is standard rather than a top-trim upgrade — one of the largest screens in the mid-size luxury SUV class.

iDrive 8 is fast, sharply rendered and still keeps the rotary controller — a real advantage over touch-only rivals — but the facelift moved climate control permanently into the bottom of the touchscreen with no physical temperature or fan buttons, and the menu structure remains deep enough that reviewers single it out as a learning curve.

Wireless Apple CarPlay and wireless Android Auto are both standard on every 2024 X5 trim including the base sDrive40i, with no subscription and no wired-only tier — the best case the item describes.

The BMW Intelligent Personal Assistant handles natural-language requests well and is one of the few native assistants owners actually keep using, and cloud-based BMW Maps with live traffic and Augmented View navigation is standard rather than an option.

The standard 10-speaker system is clean if unremarkable; the widely fitted 16-speaker Harman Kardon surround system is genuinely good, and the M60i can be ordered with the Bowers & Wilkins Diamond system, which is a class benchmark. Points come off only because nothing premium is standard on the volume trim.

A 12.3-inch fully digital BMW Live Cockpit Professional cluster is standard on all trims and is crisp and configurable through the driving modes, though BMW's unconventional outward-sweeping tachometer and comparatively limited layout choices draw regular criticism next to Audi's Virtual Cockpit.

BMW Remote Software Upgrade delivers whole-vehicle over-the-air updates, not maps-only — 2024 X5s shipped with iDrive 8 and were upgraded over the air to the reworked iDrive 8.5 interface, which is a substantive feature change rather than a bug fix.

The My BMW App is polished and covers remote lock/locate, remote climate and vehicle status, and BMW Digital Key Plus uses ultra-wideband so a compatible iPhone or Galaxy unlocks the car in your pocket and can be shared with other drivers. Some ConnectedDrive services move to a subscription after the included term, which keeps it out of the very top band.

Wireless phone charging is standard and USB-C ports are provided front and rear, which covers everyday duty, but there is no household AC outlet and no high-wattage onboard power of the kind trucks and some EVs now offer.

Comfort Access keyless entry with push-button start and a hands-free power tailgate is standard on the volume xDrive40i, remote start runs through the app or key fob, and Digital Key Plus adds proper phone-as-key with UWB — close to the full set the top band describes.

Parking Assistant with a rearview camera, front and rear sensors and the Reversing Assistant — which retraces up to 50 m of stored steering inputs — is standard; 3D Surround View and Parking Assistant Professional with app-controlled remote parking and a 200 m reversing memory are optional, so the best imagery sits behind a package.

The 2024 LCI's head-up display is large, bright and richer in content than before, and it is offered on the volume xDrive40i — but only inside the Premium or Executive packages, never as standard equipment, so a base-spec buyer does without.

IIHS rates the LATCH hardware Good, the rear doors open wide and square, and the 40/20/40 bench takes two seats easily — but the 2024 deletion of the third row caps the car at five, three-across is a squeeze on a 58.1-inch rear bench, and 33.9 cu ft behind the second row is only adequate for a stroller plus a week's gear.

Crashworthiness is genuinely strong — Good across every IIHS crash test and Good in both front crash prevention evaluations — but the 2024 X5 won no IIHS award because its standard headlights rate Marginal, NHTSA gives it 4 stars overall, and adaptive cruise with lane centering is not standard on a $67,500 SUV.

A quiet, comfortable four-adult tourer with heated rear seats, four-zone climate, rear window shades and rear USB-C available, and a ~548-mile tank range — held back by the absence of rear-seat entertainment on 2024 US cars, the five-seat limit, and cargo space that fills up quickly with four people's luggage aboard.

About as effortless as a commute gets: the 375 hp B58 with 48V mild-hybrid assist fills in from idle and makes stop-start almost unnoticeable, the ZF eight-speed is imperceptible in traffic, and the driving position and light-at-low-speed steering keep fatigue down; Extended Traffic Jam Assistant is optional rather than standard.

An expensive way to commute: 25 MPG combined on required premium fuel works out to roughly $3,050 a year at EPA's 15,000-mile assumption, and BMW consumables — run-flat tires on 20-inch wheels, out-of-warranty service — are dearer than the mainstream norm. The xDrive50e PHEV is the answer for a short commute, but it is not the trim being scored.

Physically big and it turns like it — 194.2 inches long with a 41.3-foot turning circle unless Integral Active Steering is fitted — and thick rear pillars hurt over-the-shoulder vision. Standard Parking Assistant, sensors and the Reversing Assistant make it manageable, but the surround-view camera that really fixes it is optional.

The 7,200 lb tow rating with the factory hitch is at the top of the mid-size luxury SUV class and covers a mid-size trailer or a two-horse rig, and the mild-hybrid six pulls it without strain — but there is no bed, payload is car-like, and 72.3 cu ft of maximum cargo is modest for hauling materials.

The B58 six and ZF eight-speed are proven and robust, but everything around them is luxury-grade: leather and open-pore trim rather than wear-friendly surfaces, air suspension and adaptive dampers to fail, run-flats to replace, and a 4-year/50,000-mile warranty with no separate powertrain extension. Nobody runs these in a fleet for a reason.

Basic provisions only — cargo tie-downs, a 12V socket, standard roof rails and a factory hitch — with no household AC outlet, no onboard generator function, no washable interior surfaces and essentially no commercial upfit ecosystem behind it.

One of the X5's strongest cases: ~548 miles between fills, a whisper-quiet cabin, seats good for a whole day (20-way multi-contour with massage optional), and when the Driving Assistance Professional Package is fitted, hands-free Highway Assistant up to 85 mph that takes real strain out of an interstate day.

xDrive all-wheel drive, 8.7 inches of ground clearance, optional two-axle air suspension that raises the body, standard roof rails and a 7,200 lb tow rating make it a capable gravel-road and toy-hauling machine — but for 2024 there is no low range, no locking differential and no terrain modes (the xOffroad Package is a 2025 introduction), and it rides on road-biased run-flats.

The two-piece split tailgate is a genuinely useful loading ledge, the 40/20/40 bench folds nearly flat for long items, and standard roof rails plus the factory hitch open up boxes, bikes and racks — but 33.9/72.3 cu ft is only mid-pack volume, so bulky gear is a packing exercise rather than a non-event.

Body control and cornering composure are near the top of the mid-size luxury SUV class — the rear-biased xDrive system, standard adaptive dampers and available adaptive M suspension give it high limits and a genuinely athletic feel for a 5,000 lb SUV, even if outright agility can't defeat the mass.

Accurate, consistently weighted and light enough at parking speeds to suit daily use, but filtered — the electric rack tells you where the front wheels are pointed without much about what they are doing, which is the standard criticism of the G05.

Strong, fade-resistant brakes with a firm and progressive pedal — Car and Driver measured the heavier M60i stopping from 70 mph in 157 ft — and the 48V mild-hybrid's regeneration blends in without the pedal inconsistency that afflicts some electrified systems.

A segment reference. The B58 inline-six is inherently balanced and effectively lag-free with 398 lb-ft from 1,850 rpm, the 2024 facelift's 48V starter-generator fills the very bottom of the range and makes auto stop-start almost undetectable, and the ZF eight-speed shifts without ever announcing itself.

The straight-six is near-silent cruising and sounds genuinely good when extended — a smooth mechanical hum rather than the strained four-cylinder thrash common a class below — with no vibration through the wheel or pedals.

One of the wider turning circles in the segment on standard steering — a real nuisance in parking structures and three-point turns — and the rear-axle steering that cuts it by more than three feet is a paid option rather than standard.

A commanding, highly adjustable position with a wide seat and wheel range that suits most builds, and the retained iDrive rotary controller keeps core functions reachable without looking — but the facelift's move of all climate control into the touchscreen costs it real ergonomic points, and front legroom of 39.8 in is tighter than the class norm.

Among the more rewarding ways to cover ground in a five-seat luxury SUV — willing chassis, a sweet-sounding six and enough performance (0–60 in 5.2 s claimed) to make an on-ramp worthwhile — without ever fully disguising that it is a tall, heavy family vehicle.

The 2024 LCI makes the BMW Curved Display (12.3-inch cluster + 14.9-inch touchscreen) with Operating System 8, panoramic moonroof, sport seats, heated front seats, LED lighting and Parking Assistant with Active Driving Assistant standard across the line — a solid base for a mid-size luxury SUV. But BMW still gates ventilated seats, heated steering wheel, head-up display, Harman Kardon audio and adaptive cruise behind the $2,550 Premium and $2,100 Driving Assistance Professional packages, so a Genesis GV80 or Volvo XC90 hands over more content at the sticker price.

At $68,495 for the xDrive40i and $80,000+ as typically optioned, the X5 asks a clear premium — a comparably equipped Genesis GV80 or Grand Cherokee Summit undercuts it by five figures. What the money does buy is genuine: the LCI's 375-hp mild-hybrid B58 (up 40 hp) hits 60 mph in about 5.2 seconds, and the chassis, cabin materials and driver-assistance hardware are class benchmarks. Fair value for the driving and quality on offer, not a bargain.

Four core variants for 2024 — sDrive40i rear-drive, xDrive40i AWD, the substantially upgraded xDrive50e plug-in hybrid (nearly 100 hp more than the outgoing 45e, ~40-mile electric range) and the 523-hp M60i xDrive — plus the separate X5 M Competition above them, and a deep catalog of packages, M Sport treatments, individual paint and trim, and an optional third row. Rear- or all-wheel drive, gas or plug-in, comfort or M-tuned: few rivals span that much ground.

The X5 was BMW's single best-selling model in the United States in 2024 at 72,348 units — ahead of the X3 (68,798) and more than double the X7 (29,632) — and essentially flat year over year despite being in the sixth year of the G05 generation. That places it at or near the top of the mid-size luxury SUV sales table.

BMW is one of the strongest badges in the segment — it outsold Audi in the US by roughly 174,000 vehicles in 2024 and set an annual sales record — and "Ultimate Driving Machine" equity still carries real weight with buyers and on the used market. The X5 in particular is the nameplate that defined the luxury SUV in 1999 and remains the brand's volume flagship.

The X5's sales strength means it is not a discount car: subvented leases, low-APR financing and BMW loyalty credits are regularly available, and well-negotiated deals near 10% off MSRP have been documented on slower-moving inventory, but there is no broad rebate program and dealers hold firm on in-demand xDrive40i and M60i builds. Modest, occasional benefit for the buyer rather than a value lever.

2024 is the LCI facelift year for the G05 generation launched in 2019 — the most substantial mid-cycle update BMW does: new headlights and kidney grille (with an illuminated option), redesigned X-motif tail lamps, 48V mild-hybrid technology added across the gas engines, a 40-hp bump for the xDrive40i, a far more capable xDrive50e PHEV, and the Curved Display with Operating System 8 replacing the old iDrive 7 layout. Buyers in 2024 got current-generation cabin tech with no imminent replacement, though the underlying platform dates to 2019.

Uniformly strong reviews — US News scored it 8.5/10, Edmunds 8.1/10, Kelley Blue Book named it the #2 Best Luxury Mid-Size SUV of 2024, and Consumer Reports called it among the best SUVs it has tested. Held back from the top band because it is frequently the runner-up rather than the outright comparison-test winner, and because it missed IIHS Top Safety Pick for 2024 on a Marginal rating for one of its two headlight variants despite Good crash results and Superior front crash prevention.