2025 BMW 550e xDrive Review: The Discount M5

I was prepared for this to be the best all-rounder sedan in the BMW lineup.

Sitting before me is the 2025 BMW 550e xDrive, the latest evolution of the brand’s long-running mid-sized sedan. When it launched a little over a year ago, the G60-generation model arrived on these shores with a choice of full-gas and full-electric powertrains, the latter providing the range-topping i5 M60. And then the M5 came along, a 717-horsepower bahn-storming plug-in hybrid.

Forget the M60; despite the absence of BMW’s most fabled letter, it’s this 550e that provides the closest taste to the mighty M5. In more ways than just its plug-in powertrain too—for better, and for worse.

What’s New for 2024:

The plug-in setup. BMW is still keeping its lineup neatly segmented: the i-badged models are fully electric, while the traditional nameplates offer gas and any other level of electrification.

In this case, it’s the wonderful 3.0-liter, turbocharged inline-six paired to a 194-horsepower electric motor, integrated directly into the eight-speed automatic transmission. Combined system horsepower is a hefty 483 hp, while torque peaks at 516 pound-feet. Essentially this is the powertrain we love so much in the X5 xDrive50e. A 19-kilowatt-hour (net) battery pack is slung under the sedan, smaller than that of the SUV, but we’re still talking 33 miles (53 km) of all-electric range.

Exterior Style:

Look, I know the G60 is something of an acquired taste. It lacks elegance, specifically from the profile and rear three-quarters. I do enjoy the parallel shutlines of the bumper and rear doors however, and if you squint, the front three-quarters has shades of E60, which was controversial but has aged remarkably well. I maintain this also manages to have less visual heft than the previous generation, despite being bigger in every dimension.

The spec does help, too. Macadamia Metallic is a pricey BMW Individual option, but c’mon—more brown cars! The 21-inch alloys also look ace, though I’ll explain the issue there a little later.

Powertrain and Fuel Economy:

Look, I’m just going to say it: if you don’t like this powertrain, you’re wrong. Outside of the added weight—which, percentage- and placement-wise, is not a big deal—it’s only positives. BMW’s inline-six will go down as one of the all-time greats: responsive and torquey, with a willingness to rev that is matched with a smooth and cultured growl. The ZF-sourced auto ‘box is the ideal partner too, always shifting at the right time, be it a smooth mesh or a quick change, depending on drive mode.

The electric aspect only enhances the setup. Like every other German model with more than mild-hybrid levels of battery, the range estimate is conservative, ensuring the 550e can easily cover most daily tasks without dipping into the tank. Around town, 194 hp is plenty enough to motivate this 4,894-pound (2,220-kilogram) sedan, and it will maintain any legal highway speed in North America. It’s easy to hold charge for when you’d prefer to use it, too. Plugging into a Level 2 source will get the battery back to 100-percent in three to four hours.

Official American fuel economy figures aren’t available, but Canada’s numbers are 10.1, 9.0, and 9.6 L/100 km for city, highway, and combined. Those translate to 23, 26, and 25 mpg, respectively.

Handling and Drivability:

I had to comb over the spec sheet of the 550e to confirm it didn’t have the available rear-axle steering. Despite its size, this is one agile sedan, with a quick tiller that builds confidence right from the first turn. Sure, its weighting and feedback are both light in that modern, slightly anesthetic way of most modern BMWs, but the consistency is key here.

Pitch the 5 into a series of corners and it stays resolutely flat through them all. Best of all, flick over to a sportier drive mode and there’s still a distinct rear-driven feel, not just overwhelming neutrality. The 550e will play when you want it to, and then happily schlep along the highway in the rock-solid state that any German vehicle developed on the autobahn can.

The 550e nails the other, trickier bits of plug-in powertrains, too. The engine start-stop is seamless, with no surges or gaps in power delivery. The transition between regenerative braking and friction is similarly smooth.

Ride Quality and Comfort:

Here comes the “but.” The 550e comes standard with the M Sport suspension that is optional on lesser 5ers (in America; it’s standard across the board in Canada). Paired with the optional—albeit very pretty—21-inch alloy wheels, the big sedan is agitated over anything other than smooth tarmac. There’s great noise insulation, so you don’t hear much of the business going on underneath, but boy oh boy do you feel it. Every speedbump is a Wayne’s World impression.

I can’t fault the animal-free seats, mind you. Not only do they look great in this oh-so-millennial off-white, but they strike an ideal blend between comfort and support. The week was a soggy one, with temps hovering just above freezing, so the heated seats and steering wheel got plenty of workouts, and they both proved very effective. There’s also front-seat ventilation.

Rear-seat space is ample, and there’s a good amount of natural light care of big side windows and that expansive moonroof. This tester has just a single zone of climate controls back here, but buyers can opt for a split. The quarter-window sunshades are a nice touch.

Interior Style and Quality:

While the jury’s still out on the latest X3’s ultra-minimalist cabin—full review coming soon—I’m comfortable saying I’m a fan of most of BMW’s current lineup of interiors. The iX is excellent, and the 550e brings some of those vibes to the sedan side. The diagonal splits between textures on the doors, for instance: modern and satisfying. The fractal-like light-up trim bits? A little extra, sure, but there’s no point chasing Merc, and there’s function with them too: they’ll flash when there’s an obstacle detected. Every bit of the cabin feels solid and secure.

The M Sport steering wheel is still engorged. I do like the new metal bits at the six-o-clock position though, which have a sort of architectural elegance.

Tech and Safety:

BMW has heard the criticisms, and the latest version of iDrive does address some of them by keeping the most-used features on screen. And yes, the climate controls are always visible too; unfortunately, you can’t use the rotary dial to access them, so it’s either poking away a few times or asking the digital assistant. The screen itself is large and easy to read, and any smartphone owner will quickly get comfortable with the tile-based menus. Still, the lack of physical buttons for climate and (especially) audio—save volume and track—hurts ease of use.

Take the time to dig into each sub- (and sub-sub-) menu, because a whole lot of how the 550e operates on a daily basis can be tailored here. It’s helpful, if a little overwhelming at first.

There are plenty of driver assists here, some included as part of the Driving Assistance Professional package (or Advanced Driver Assistance in Canada). All the typical acronyms are present, as well as a highway drive assist that allows for hands-free driving.

Value Dollars and Sense:

The 550e slots into the middle of the 5 Series range, starting at $74,575 ($86,755 CAD) including destination. In the realm of mid-sized luxury sedans that’s a good deal. It’s a strange scene right now; the closest German rivals are the Mercedes-Benz E450 and Audi S6, existing on the two ends of the luxo/sport continuum. Going left-field can net you a Cadillac CT5-V (not Blackwing), though it’s tighter inside.

American equipment levels are always different from Canadian in BMW-land, but the closest equivalent build would be around $90,000, or $84,525 without the Individual paint. That would include the assistance package ($2,000), Executive Package ($3,300), Luxury Seating Package ($1,350), Bowers and Wilkins audio upgrade ($950), and light-up grille ($500).

The Canadian options list includes the paint ($5,000 CAD), wheels ($1,000 CAD), Premium Enhanced Package ($7,800 CAD), driver assists pack ($2,500 CAD), dark oak trim ($250 CAD), comfort seats ($1,000 CAD), and grille ($500 CAD).

Final Thoughts:

After a week together, I was ready to say goodbye to the 2025 BMW 550e. As satisfying as that powertrain is, the rigid suspension tune—even in its softest setting—leaned too close to M for my tastes. For those that want a hint of the M5’s sledgehammer ways, the 550e gets the closest to its Jekyll and Hyde split personalities of anything else in the 5 Series range.

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