There are several different models in the BMW 5 Series lineup, ranging from four and six-cylinder gas-powered models up through all-electric and hybrid models. Power outputs range from 255 to 717hp and prices go from just over $60,000 to over $120,000. There’s a lot of choices depending on your needs, but one of the most intriguing may be the plug-in 5 Series that isn’t an M5.
The 550e xDrive sits toward the top of the 5 Series family tree in price and power. At $75,500 it slots in between the all-electric i5 xDrive40 ($70,100) and i5 M60 ($84,100). With 483hp and a 4.1 second 0-60 time, the only two 5s that are quicker are the i5 M60 (3.7 seconds) and the M5 (3.4 seconds).
Most of the 550e xDrive’s power comes from the excellent B58 turbocharged inline-six that makes 308hp and 332 lb.-ft. of torque, but it also gets a boost from an electric motor mounted in the transmission housing that produces 194hp and 207 lb.-ft. of torque. According to BMW, the electric motor has enough juice to go around 33 miles on electric only, but it can also help deliver 68 MPGe in hybrid mode with around 430 miles of driving range. Of course, both stats depend on how judicious you are with your right foot, but the 550e xDrive’s longer range and the ability to run all-electric is what really differentiates it from the non-hybrid 540i xDrive.
The 550e xDrive puts up good numbers and is very capable as a luxury performance sedan, as long as you realize the emphasis is more on comfort and luxury than performance. It’s a given that the 550e xDrive is comfortable to drive on the highway. After all, this is a car that has a 117.9-inch wheelbase and weighs 4894 pounds. When driving in one of the modes that isn’t named “Sport,” it’s comfortable, quiet, and secure while traveling at high speeds on the interstate. This is really where today’s 5 Series cars are at their best, and surely most buyers are thankful for that.
The days where the 5 Series just felt like a larger 3 Series with more legroom and trunk space (thinking of the E34 and E39 generation cars here), are long gone, but the 550e xDrive is not going to embarrass itself on a twisty road either, at least with the optional adaptive suspension in the Dynamic Handling Package ($2,200) that was on the car that I drove. It also had the M Sport Professional Package ($1,050) that includes M Sport Brakes and was fitted with Pirelli P Zero performance tires rather than all-season rubber.
Put the 550e xDrive in Sport mode, including the dampers, and it’s surprisingly capable. It’s well-balanced and has a lot of grip when turning in, though you’ll find that with its weight you’ll need to wait a moment for it to take a set in transitions before getting on the power. The transmission does a great job of working with the engine in Sport mode, and there’s good stopping power from the brakes. Overall, the car feels more responsive and energetic in Sport mode, and I found myself driving it in that setting all the time except when on the interstate.
As competent as the 550e xDrive is, you also feel kind of detached from the whole experience. Most BMWs haven’t been touted for having good steering feel in a long time, but the 5 Series is one of the worst offenders. There’s literally no communication from the steering wheel through the driver’s hands and fingers, and there’s not much feel coming through the seat either. You only know the car is going the way you want by seeing the nose change direction and feeling the weight transfer.
The seats are excellent – both comfortable and supportive, and I have big hands so I liked the chunky flat-bottomed steering wheel. I’ve gotten used to the screens and electronic-everything on today’s BMWs, and for the most part they’ve done a good job with making it feel pretty intuitive, as long as you don’t get overwhelmed by all the apps that come up on the screen. On the other hand, I think some of the curated driving modes are pointless. Aside from Sport mode (which allows you to change drivetrain, driving dynamics, steering and damper settings), the only mode that seemed to serve a real purpose was “Efficient” mode, and why doesn’t the “Personal” mode allow you to change any settings to make it, you know, personal?
It’s also surprising that BMW doesn’t make it easier to drive in all-electric mode, which is one of the benefits of having a hybrid car that can run on electric only when you want it to. To get there in this car, you have to go into the Apps screen, then go into “Vehicle,” then go into “Driver Settings,” then go into “Drivetrain and Chassis,” and then go into “Electric Driving.” I can think of a great way to simplify all of this – put a button on the center console that says “Electric” on it. I never charged the 550e while I had it, but simply allowed the car to recharge itself while running on the gas engine in Sport mode. It’s surprising how quickly the car can charge itself in this way. As far as hybrid driving goes, everything works very seamlessly together.
I had mixed feelings after driving the 550e. It’s very comfortable and quick, and would be a great car to take on long highway trips. It has one of the greatest BMW engines of all time with the B58 and an electric motor that works well with the engine to deliver a good hybrid experience, along with an excellent automatic transmission and strong brakes. It’s also surprisingly adept on back roads considering its size and weight. You won’t go looking for twisty roads in this car, but it’s competent when you do get on those roads. It just doesn’t give you much sensory feedback when you do.