Get ready to feel old; BMW has been building SUVs for more than 20 years. Now entering its 25th model year with a freshly-launched facelift of the current generation, the 2024 BMW X5 has come a long way from being the vehicle that enthusiasts believed would ruin the brand.

Facing nearly a quarter of a century on the market, we revisited the original X5 that started it all and see if it would warrant consideration as a "classic" (gosh, that makes us feel ancient) family car.

BMW clearly agreed because the German automaker planned a road trip from Miami, Florida, to the Amelia Island Concourse Concours d'Elegance at the top of the state, where the 2024 X5 made its North American debut. The trip provided a chance to sample several classic BMW models, including two mint condition first-generation E53 X5 variants.

The Rarest X5 Ever: The X5 Neiman Marcus Edition

Built as the first special edition X5, the Neiman Marcus Edition could only be ordered for the 2001 model year through the 1999 Neiman Marcus Christmas Book. Only 50 rolled off the assembly line in Spartanburg, making this one of the rarest, if not the rarest, X5s ever built. Each one was finished in an exclusive Impala Brown Metallic paint over a light beige leather interior. The original price tag was $57,995, including a $1,000 donation to the Susan G. Komen Breast Cancer Foundation, a trip to the factory with a high-performance driving component, and a drive through the Blue Ridge Mountains with a visit to the Biltmore Estate.

Under the hood, the Neiman Marcus Edition used the most powerful engine available at the time, a 4.4-liter naturally aspirated V8 with 282 horsepower and 324 lb-ft of torque. The example present for our drive was in the best condition we have ever seen; it looked like it rolled off the assembly line yesterday, not more than two decades ago.

The Origins Of The X5 M: The BMW X5 4.6is

We didn't drive the Neiman Marcus Edition and instead spent 150 miles in a 2002 BMW X5 4.6is, the precursor to the modern-day X5 M. Before BMW knew it wanted to stick an M badge on the X5, it experimented with the 4.6is to see if customers would respond well to a high-performance SUV. As we now know, they did.

Power came from a 4.6-liter V8 engine tuned by Alpina, the luxury tuner that has subsequently been purchased by the Bavarian automaker, delivering 340 hp and 350 lb-ft of torque. It could hit 60 mph in 6.2 seconds and reach 150 mph. This, too, was a limited edition of sorts, as it was only produced for the 2002 and 2003 model years before it was replaced for 2004 by the 4.8is and its 355 hp.

While it wasn't an official M model, it received its own share of unique styling cues and performance accouterments beyond the enhanced engine. Special 20-inch wheels, larger brakes, and flared fenders were subtle nods to its specialness, and it was only offered in four colors: Black, Estoril Blue, Titanium Silver, and the Imola Red pictured here.

This particular example was a European specification with under 1,400 kilometers (870 miles) on the odometer when we first stepped in to drive it. The red leather interior looked virtually untouched by human hands, as did the built-in BMW car phone, which still has the original plastic on the screen.

Driving A Museum Piece

It may be over two decades old, but with so few miles on the clock, this X5 4.6is felt exactly as it should have when it left the factory (minus the modern tires).

At 183.7 inches long, the original X5 is 2.2 inches shorter than today's BMW X3, but it has a throaty V8 under the hood. This makes for lively acceleration, or at least it would if it weren't so greatly hampered by the five-speed Steptronic automatic transmission. It was cutting-edge back in 2002, but the slushbox feels positively ancient compared to BMW's pitch-perfect tuning of the modern ZF eight-speed auto used in its contemporary models. Gear changes take forever, and it only kicks down under very heavy throttle. This can be partially mitigated by sticking the shifter into sport mode or taking over manual control, but it's still a sluggish experience if you're used to modern machinery.

But the X5 4.6is is a blast to drive, so long as your expectations are tempered.

Reviews at the time maligned the E53 X5 for its harsh ride, but in an era where luxury automakers slap 23-inch wheels on their SUVs, BMW's original Sports Activity Vehicle is comparably cushy. Adjustable air springs with twin-tube gas-pressure shocks easily stand up to Florida's roads, remaining stable well beyond highway speeds.

A modern X5 M will easily out-handle the 4.6is, but in much the same way as we prefer the connected feel of an E46 M3 to the current G80, there is a lot to like here for buyers chasing a more classic experience. The hydraulic steering is heavier than a modern electric-assisted unit and provides more feedback to the driver. BMW designed the suspension with a little bit of body roll, unlike modern cars that resist such and attempt to isolate the driver as much as possible.

It's not overly shouty like an X5 M or even an M50i/M60i, but the M62 engine delivers a smooth baritone that would sound even more E39 M5-like with the right aftermarket exhaust.

We think the X5 4.6is would be a tremendous retro family car an enthusiast could enjoy with the whole family in tow.

Modern-Enough Interior

For a vehicle this old, the X5 doesn't feel incredibly dated in many areas. We'd even classify some of its classic elements as pretty charming. This example featured a bright red leather interior to match the exterior, but BMW also offered a super-rare partial cloth option. The driver peers through the steering wheel at the same M-style gauges found on the E39 M5 and E46 M3, offering the old-school warm-up lights over the RPM gauge.

This example featured the BMW factory navigation system, which is incredibly out-of-date. It's controlled via a small knob, not a touchscreen, and the graphics look their age. Since this one was a European model, it also had a television on the screen. Sadly, it's no longer functional. Aftermarket companies make a head unit that looks like this one but adds modern features such as Apple CarPlay, but CarBuzz staffers still long for an OEM retrofit solution like the ones Porsche offers for classic models.

The built-in car phone was our favorite feature. It's absolutely useless today since the network it relied on no longer exists, but seeing it with the original plastic still on it felt pretty special. We doubt there is another one like it in existence.

Room For The Family

It shouldn't be too surprising that the X5 is a good family vehicle, since that's what it was originally built for. The rear quarters are decently-sized and feature high-tech amenities such as heated seats, air vents, television controls with headphone jacks, and side sunshades. Even by modern standards, it's a pretty nice place to sit and relax.

As for the cargo area, we were easily able to fit our luggage on the trip and carry a few other people's bags. The trunk contains 23.8 cubic feet behind the second row and 54.4 cubic feet with the seats folded. That's significantly less than the modern X5's 33.9 and 72.3 cubes, but it's not too far off the X3's 28.7 and 62.7 cubic feet.

Pricing That Still Appeals

Now it's time to find out how much you'd pay to own an original E53 BMW X5 and if you should consider one. Sadly, examples like the ones we drove are nearly impossible to find outside of BMW's own collection, so the ones you'd find will have way more miles and require more work to maintain. This is a two-decade-old German luxury car; don't expect a trouble-free ownership experience.

The 4.6is and 4.8is models are hard to come by, but we found a few priced at under $12,000 with over 100,000 miles. We only found one example listed significantly higher at around $26,500, but it was a Dinan car with only 59,000 miles. Judging from auction sites, you could expect to buy a great example under 100,000 miles for $17,000 or less. As for the rare Neiman Marcus, a 31,000-mile example sold last year for $22,750. With the prices of old BMW M cars skyrocketing, this could be a unique way to join the fun. Low-mileage examples are getting harder to come by, which should push the prices higher with each passing year.