For starters, the zero-emission luxobarge features the M Sport Package, just like all of the examples we’ve seen so far. Side note: if you’re curious to see the 7 Series LCI in its most basic form, we covered the entry-level variant when the configurator went live a couple of weeks ago.

This pre-production prototype wears some of the most eye-catching wheels you can get: the 21-inch M Aero cross-spoke (1098 M). They look fantastic but are likely a pain to clean given the intricate spoke design. In the UK, the optional set commands a £1,450 premium, and it’s worth every penny. However, you might want to check how the choice of wheel affects the range drivers can squeeze out of the 112.5-kWh battery pack.

Frozen Space Silver Is A Pricey Option

The highlight of the build is unquestionably its Frozen color. That’s BMW’s marketing term for the matte finishes offered through the Individual catalog. Frozen Space Silver was the first special hue available for the new iX3, and now we’re seeing it on the largest sedan in the lineup. At £3,600, it’s among the most expensive colors available, excluding the two-tone finishes, which cost up to £12,300.

Of course, this is just one of many ways to customize the new 7 Series. For the second half of its life cycle, the G70 is available with more than 500 colors and color combinations. There are 130 Individual finishes alone, including a new option that splits the same color into matte and metallic versions.

As if that weren’t enough, BMW encourages buyers to commission limited-run special editions and even one-off cars. Going forward, you won’t be able to tell which cars have automatic doors because the buttons are now tucked underneath the door handles. As with the new iX3 and i3, the 7 Series/i7 receives the updated BMW roundel, although you’ll have to look closely to spot the differences.

One Wheelbase, Many Powertrain Options

BMW still believes a single wheelbase is enough for the 7 Series, unlike Mercedes, whose S-Class is available in three wheelbase configurations. Next year’s ALPINA-badged 7 Series (G72) is likely to retain the same gargantuan wheelbase measuring 3215 millimeters (126.5 inches).

In the meantime, BMW will kick things off with the 7 Series LCI in July when production starts at the Dingolfing plant. This i7 60 xDrive is among the variants available at launch in Europe, alongside the i7 50 xDrive and i7 M70 xDrive. On the combustion-engine side, Europeans can order the 740 xDrive, the first G70 sold on the continent with a pure gasoline engine. The 740d xDrive diesel will follow in November, when the 750e and M760e plug-in hybrids join the lineup. Later in 2027, the range will be topped by another M Performance model powered by a V8 gasoline engine. Yes, Europe is finally getting an eight-cylinder 7 Series again.

First published by https://www.bmwblog.com

A few months ago, we got a great look at how BMW recorded inline six and V10 sounds for eventual use in the electric M. Over the weekend and ahead of Le Mans, we got another behind the scenes “episode” from BMW M. While the engineers touched a bit on blending the ICE motors into a perfect symphony, much of the episode also focused on the extensive Nürburgring testing that the electric M3 and all other M cars endure.

Blending and Bending Engines

Recording the V10, V8, and inline-six sounds is just the beginning. After collecting adequate samples from cars like the E92 M3 GTS, F82 M4 GTS, and E63 M6 — probably one of the more enjoyable days at work — the engineers step into the studio. Here, the team’s goal is to create a sound befitting the electric M3. The principal goals include a sound that “grabs you,” but also gives drivers accurate feedback about the car’s acceleration. “The challenge is translating those ideas from the studio into the vehicle itself,” one engineer offers.

It’s a delicate balance, of course. After one listen back, the same engineer says “it’s supposed to come across as more extreme,” in order to reflect the electric M3’s rapid acceleration. Equally important? Knowing when to stop — literally and metaphorically. Too much altering can make the sound lose its unique character altogether. Meanwhile, since there aren’t actual revs, how high-pitched can the sound really go? “We’re always tempted to add more pitch, more intensity, more drama.” There’s a balance — it’s their job to find it.

Nürburgring: Testing the Electric M3

We also get real insight into BMW M’s Nürburgring testing. Frank Weishar, M’s Director of Dynamics, kicks the segment off talking about the gruelling nature of one of the more infamous Nürburgring sections, Pflanzgarten. Pflanzgarten is where cars frequently catch some air, and requires extremely technical driving and a well-sorted car to conquer. Corner 35 demands full suspension compression, hard braking, and an immediate turn, asking the car to do all the things at once.

M CEO Franciscus van Meel appears, too. “We already have a good feeling that they will keep up with the [lateral G] loads,” he says. Even before the car takes a lap on the ‘Ring, sim programs have already made the car’s case. The video next takes us into some of those simulations, and we get to watch wheels being smashed, suspension components being drilled, and everything in between. The electric M3’s power and how it reaches the ground dictated new hardware; new axles and more were mandatory.

The video even discusses tires and how they affect the car; important, also, is the fact that there’s no heavy combustion engine over the front wheels. It’s great that BMW M is giving us such an in-depth look at the electric M3’s development. Of course, it’s probably the most important car of the decade for the brand, so it makes sense. You can watch the video below.

First published by https://www.bmwblog.com

BMW Brazil sells the M3 exclusively as a Competition model with rear-wheel drive. In other words, customers can’t order one with a manual gearbox. Pricing starts at R$ 894,950, but that excludes options such as an Individual color. The special exterior finish was originally announced nearly a year ago, when BMW Brazil estimated deliveries would begin in January 2026. However, the first batch of cars has only now arrived.

The belated introduction of Individual colors in Brazil for the standard M3 reminds us of the M3 CS. The limited-run special edition was launched locally in late May 2024, despite making its world premiere in January 2023. Brazil received just 17 units (bundled with a cool helmet) of the Competition Sport, out of a total production run estimated at 2,000 cars or fewer.

The M3 G80 May Stick Around Longer

M3 G80 production was reportedly scheduled to end in February 2027, but BMW may have given the model a new lease on life. At least in the United States, the current-generation car is believed to remain in production until the end of next summer. Whether it will stay in production that long in other markets remains unclear.

Looking ahead, BMW M is preparing two different M3s. Next year will see the arrival of the fully electric “ZA0” with four motors. At some point in 2028, the “G84” will debut with an inline-six engine. All signs point to the twin-turbocharged 3.0-liter unit receiving mild-hybrid assistance. Rumor has it a manual gearbox won’t be offered, nor will a rear-wheel-drive variant.

The electric M3 is expected to be BMW M’s first model to offer a natural-fiber composite roof as standard. An optional sunroof is reportedly planned, while a carbon-fiber roof appears increasingly unlikely. Regardless of configuration, we expect a wide array of Individual colors for both the Munich-built “ZA0” and the Dingolfing-assembled “G84.”

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The “NA5” is already outselling its combustion-engine sibling, the X3 “G45,” and the gap could widen in the near future. Not only is BMW launching a cheaper iX3 40, but it’s also added a second shift at the plant. Additionally, deliveries in North America will begin in September as the model’s availability expands beyond Europe.

At the same time, the iX3 configurator has grown to include nine new Individual colors, an Agave Green interior, and heated rear seats. The lineup will likely expand with an M Performance version (M60?) before a full-fledged X3 M arrives next year. What Europe won’t get, nor North America, for that matter, is the long-wheelbase version with a roomier and more luxurious interior.

The New BMW iX3 Is Off To A Strong Start

Meanwhile, BMW is already cashing in on its all-new EV. The latest sales data shows iX3 deliveries reached 10,299 units through April. According to Automotive News Europe, citing numbers compiled by Dataforce, that represents a whopping 171% increase compared with the first four months of last year. However, it’s not really a fair comparison. Production of the previous-generation iX3 ended at the Dadong factory in Shenyang, China, during the second quarter of 2025. Not only that, but the configurator had already been taken offline in October 2024. By the spring of last year, the old iX3 was essentially gone.

Although its successor appears to have all the ingredients of a smash hit, BMW insists on keeping the promotional campaign going. Fresh images from Portugal showcase a well-equipped configuration featuring the M Sport Package and 22-inch Individual aerodynamic wheels. Since the rear-wheel-drive, single-motor iX3 40 only recently went on sale, the featured vehicle is the iX3 50 xDrive.

This iX3 Is A High-End Version

BMW Portugal chose to highlight the iX3 with the Digital White interior but stopped short of specifying the matching Individual steering wheel. Instead, the Sport steering wheel with vertical spokes retains the traditional black finish. A more conventionally styled steering wheel is available as an option on vehicles equipped with the M Sport Package. Upgrading to the M Sport Pro Package makes the somewhat conventional-looking M steering wheel standard.

If reports are accurate, the iX3 could soon be joined by a coupe-styled sibling, the iX4. It’s been spotted testing and is reportedly scheduled to debut before the end of the year. Sales potentially start in 2027.

First published by https://www.bmwblog.com

Exterior Design

The newest generation of the Audi Q7 sees significant changes from almost every angle. Split headlights — which inspire a bit of an X7 comparison — and taillights, the latter of which feature a lightbar running the width of the SUV’s rear hatch, immediately declare the Q7 as “new.” An illuminated, honeycomb grille sits between the headlights. For the first time, customers can opt for 23-inch wheels on the Q7. The current X5 can roll on 22s. Thankfully, real exhaust tips return to the Audi Q7.

While admittedly dated — the current Q7 has been kicking around since 2017! — the Q7 always managed to look handsome, if not perhaps “pretty.” But then, it’s an SUV — form should follow function, to some extent. Compared to the G05 X5, the new Q7 definitely looks newer. Of course, it should; the G05 is aging, too, having been in production since August 2018. The new Audi Q7 overall got better proportions, too; it looks downright agile in some of the press photos. Even compared to the very sporty X5, the Q7 is dynamic looking in this photo comparison. Not really something that can be said for the old one.

Interior Design

Like on the outside, everything in the Q7’s cabin is thoroughly modern. A passenger-side screen and nearly button-less center console immediately clue you in that this is the new model. Despite Audi’s recent shift in design language, previewed by the hybrid Nuvolari supercar, the Q7’s gestation period evidently did not intersect with that timeline. The result is “screens galore,” but it’s also a bit of an industry standard for the time being. While the G05 has considerably less digital real estate, we doubt the same will hold true for the G65. Overall, materials and layout look pretty good in the new Q7, though. It’s tough to tell the X5 and Q7 apart in the rear comparison picture, too. I guess that’s a mutual compliment? Unlike the current X5, the Q7 does offer third-row seating.

Performance

Audi brings a variety of engines to the new Q7. Regardless of choice, you get quattro all-wheel drive standard. In Europe customers can opt for the standard turbo-diesel 3.0-liter V6, which is good for 295 horsepower and 500 Nm, or a torquier version making 241 horsepower and 630 Nm. The mild hybrid mill pairs to an eight-speed automatic.

In the U.S., customers can opt for hotter V6 and V8 engines more in-line with some of the X5’s offerings. Here, the V6 is a twin-turbo gas engine making 429 horsepower and 442 pound-feet (600 Nm). Meanwhile, an optional V8 caps the lineup. The V8 will be familiar to fans of the current generation of Q7, as it’s the same twin-turbo 4.0-liter unit with 591 horsepower and 591 pound-feet (801 Nm) of torque. It’s reserved for the SQ7, which also gets standard air suspension. The Q7 and SQ7 are both rated to tow 7,700 pounds, 500 more than the current X5. It would be a close race between the new Q7 and old X5; we have no doubt that the new X5 will dial things up, though. Historically, BMW’s offering has been more fun to drive, too.

Technology

We already touched on screens, which dominate the new Q7’s dashboard. The Q7 gets some cool party tricks outside of the cabin, though too. And honestly? Stuff that BMW needs to look at. Automatic doors, for example, are available on the new Q7. The SUV’s sunroof can switch from opaque to translucent. That’s some neat tech that BMW’s had for a while — but has so far kept it exclusive to the BMW iX. Trick turn signals project a stylized turn signal pattern onto the ground when activated — helping cyclists and pedestrians. There’s a lot of neat new tech here, and BMW will need to bring its A game to keep up.

No doubt, the G05 X5 can’t offer the same level of technology or modernity as the new Q7. Even if it is an otherwise excellent SUV. Importantly, the photo comparison gives us a good approximation of where the upcoming G65 might land. What do you think? Is the new Q7 a hit or a miss?

First published by https://www.bmwblog.com

The number is likely to shoot up soon as the latest iteration of the hands-free assisted-driving technology expands to more countries. The previous system was only offered in Germany, the United States, and Canada, but the new setup, already installed in the iX3 Neue Klasse, is coming to more than 20 European countries. Aside from its home market of Germany, the latest system is also available in Austria, Switzerland, Italy, France, Belgium, the Netherlands, and Luxembourg.

BMW also intends to roll out the newest Highway Assistant in the UK, Ireland, Spain, and Portugal, with additional regions in Northern, Eastern, and Southeastern Europe to follow. In its current iteration, the technology is SAE Level 2 certified. It comes bundled with a City Assistant that not only detects traffic lights but also automatically stops the car at red lights and sets off when the light turns green. In the iX3, the electric SUV won’t move if the monitoring camera detects that the driver isn’t paying attention to the road.

Personal Pilot L3 Is Out. Symbiotic Drive Level 2 Is In

As previously announced, BMW has abandoned the Personal Pilot L3 that the pre-facelift 7 Series offered for a while. Why? The costs were too high, and the take rate wasn’t strong enough. Instead, the luxury automaker is putting all of its proverbial eggs into the Symbiotic Drive Level 2 basket. The first models to receive the newest tech are the iX3, i3, and 7 Series/i7, along with most likely the X5 G65 debuting this summer. We imagine next year’s 5 Series facelift and X7 G67 will follow suit.

The camera that keeps an eye on the driver sits below the rearview mirror in the iX3, giving it a wider field of view compared with the previous setup, where the driver-monitoring camera was positioned behind the steering wheel. The hands-free function automatically disengages or refuses to activate if the driver fails to pay attention for too long. It’s worth noting that all iX3s come with this hardware, and owners can activate the feature after purchase through the online store.

But make no mistake, BMW doesn’t want to eliminate the human driving experience:

“The aim here is not the highest possible level of automation in every situation, but a safe driver assistance experience that offers maximum benefit and remains controllable at all times. As a result, the driver always stays involved in the interplay between human and artificial intelligence. When driver assistance is active, for instance, the driver can accelerate, steer and brake as required, without instantly deactivating the assistance system in the process.”

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Even with two facelifts under its belt, the previous-generation Q7 was showing its age by 2026. Its successor is all-new inside and out, as well as underneath, thanks to the switch to the Premium Platform Combustion (PPC) architecture. Although the Nuvolari supercar is Audi’s first production model to adopt the brand’s fresh design language, the 2027 Q7 remains a holdover from the previous styling approach.

Although the design is instantly familiar, Audi has worked to further differentiate the new Q7 from the smaller Q5. It does so with split headlights featuring slim daytime running lights, while the main lamps are stacked vertically and concealed behind a tinted panel, à la the facelifted 7 Series. The dual-layer headlights flank a large honeycomb grille that can be optionally illuminated for greater visual impact.

Audi Has Fully Redesigned The Q7

Moving to the side, Audi refreshingly keeps things simple by retaining traditional door handles instead of chasing every last aerodynamic gain. Customers can fill the wheel arches with optional 23-inch alloys, while even the base Q7 rides on standard 20-inch wheels. Much like the first-ever Q9 we mentioned earlier, its smaller sibling will be available with automatic doors. As a side note, BMW is also said to offer this feature on next year’s X7, joining the 7 Series.

At the rear, the split taillights with a wide bar bear a striking resemblance to those of the latest A6. Audi also illuminates the Four Rings and reinstates real exhaust tips after pledging to move away from the highly controversial fake setup used on some previous-generation models. The rear wiper remains in the conventional location rather than being tucked beneath the roof spoiler, as seen on some SUVs from both mainstream and luxury brands.

The Audi Q7 Interior Embraces Screens

Step inside and you’re in for a genuine revolution. Although Audi’s new design language, previewed by the Nuvolari and Concept C, calls for minimalism and fewer screens, the Q7’s development was finalized years ago. As a result, the dashboard features the familiar triple-screen layout, which can be complemented by an optional head-up display.

Audi intends to offer the new Q7 with five, six, or seven seats. Yes, the three-row configuration will continue despite the Q9’s impending arrival. We also can’t help but notice a reduction in piano-black surfaces in favor of an old favorite: wood trim. However, the fingerprint-prone finish remains on the steering wheel, where the touch-sensitive controls are unlikely to appeal to everyone.

Europe Gets A V6 Diesel, America Has V6 And V8 Gas Engines

The engine lineup is disappointingly limited in Europe. At launch, Audi will sell the Q7 exclusively with a turbodiesel 3.0-liter V6. The mild-hybrid powertrain will be offered in two states of tune: 295 hp and 500 Nm (369 lb-ft), or 241 hp and 630 Nm (465 lb-ft). Both come with Quattro, an eight-speed automatic transmission, and a limited-slip center differential.

In the United States, where emissions regulations are far less restrictive, Audi plans to offer the new Q7 with V6 and V8 engines. The former is a twin-turbocharged 2.9-liter unit producing 429 hp and 442 lb-ft. The latter is a twin-turbo 4.0-liter unit delivering 591 hp and 590 lb-ft in the hotter SQ7. As in Europe, the U.S.-spec model also features an eight-speed automatic transmission and all-wheel drive. However, the SQ7 gets standard air suspension. As expected, the diesel won’t make its way to North America, where the VW Group abandoned oil-burning passenger vehicles following the Dieselgate scandal.

Built in Bratislava, the 2027 Audi Q7 goes on sale this month in Germany, where prices start at €87,900. Customer deliveries begin in September. Meanwhile, BMW is expected to unveil the fifth-generation X5 later this summer before introducing the Q9-fighting X7 sometime next year.

First published by https://www.bmwblog.com

A car That Mirrors Its Country

America has always had a taste for things that are large, loud, and unapologetically powerful. The country that made the muscle car its own, that still buys full-size trucks by the millions, and that never met a V8 it didn’t like — this is the natural habitat of the BMW M5 Touring. With its flared wheel arches, it looks not only menacing but also decidedly sporty — and it carries some extra weight — and quite a lot of it.

But does this bother anyone? Not really; for the engineers at M GmbH in Garching — who for years fought to shave off every last ounce, prioritized driving dynamics above almost all else and sought to develop only vehicles truly suited for the racetrack — have allowed themselves to be convinced otherwise, acting entirely in the spirit of their affluent clientele.

A curb weight of 5,500 pounds is a bold statement — one that even the imposing plug-in hybrid powertrain (a turbocharged and hybridized 4.4-litre V8 delivering a staggering 535 kW / 727 hp) can barely make you forget when cornering with agility. Yet precisely in the country of trucks and SUVs, the BMW M5 in its station wagon guise is a bestseller.

Built In Bavaria, Tariffed In America

The fact that the tour begins at the BMW production facility in Spartanburg is pure coincidence, for this high-powered beast is not actually manufactured here in South Carolina. Instead, it makes its way via transporter and ship from Lower Bavaria; and — as if the combined weight of its two engines, all-wheel-drive and battery pack weren’t heavy enough already — it is also saddled with a few punitive tariffs simply because neither its manufacturing nor its components originate in the USA.

Thanks to numerous options, delivery charges and the “Gas Guzzler Tax” of $2,600, the base price of $121,500 climbs to $140,775. This represents quite a bargain compared to its home market, for in Germany, a similarly equipped model starts at €147,200 — a difference of nearly €43,000.

The Station Wagon Americans Didn’t Know They Wanted

During the SUV boom, Americans largely bade farewell to the family station wagons that had been so immensely popular in the 1960s and 70s — vehicles that often featured three rows of seating and room for up to eight passengers. And it is no wonder: today, a car like the BMW M5 PHEV — especially in its Touring guise — is truly a showstopper.

It has abundant power, a muscular, “bodybuilder” physique, and sporty DNA underscored by a V8 soundtrack — all topped off with a spacious rear cargo area ready to swallow any amount of luggage. Small wonder, then, that whenever it stops to refuel or park, smartphone cameras start clicking — and that it isn’t just children pressing their noses flat against the windows of this dark-red M5 Touring.

Its performance figures are spectacular, its acceleration nothing short of shameless, and — despite all that dynamic prowess — its level of ride comfort is simply sensational. It is no wonder, then, that no one here misses having an SUV — be it a BMW X5/X6 M, an XM, or even a competing model — perhaps even one manufactured right here in North America.

The fact that the BMW M5 Touring is so successful on both sides of the Atlantic is due to a multitude of details and a throbbing exhaust note from four round tailpipes — and has surprisingly little to do with the fact that it is a hybrid capable of being charged at a power outlet and reaching speeds of 80 mph in near-total silence.

700+ hp And Nobody Asking About The Battery

The nearly 19 kWh battery pack enables an all-electric range of around 40 miles. For many Americans — just as in Europe — this is largely irrelevant, as for most, it is all about performance; and with over 700 horsepower and a mind-boggling 1,000 Nm of maximum torque, that performance is simply colossal.

Yet, when a fuel stop becomes necessary on the Jasper Highway near Savannah, the Escalade driver at the adjacent pump proves surprisingly knowledgeable about the powertrain concept: “A hybrid — isn’t it? What a car!” He is right; the first 250 miles behind the grippy leather steering wheel have flown by, thanks to perfect sports seats, laid-back country music, and a sporty-firm suspension — riding on 20- and 21-inch wheels — that never becomes jarring, even on the occasionally battered surface of Interstate 95.

The M5 Touring’s excess weight? What excess weight?

Heading South Past Jacksonville And Orlando

With a mere brush of the accelerator, this burly, 717-horsepower show-off finds every gap for overtaking; and as we pass Jacksonville and Orlando, continuing our southward journey, the question of why SUVs outsell everything else — while station wagons play such a minor role — grows ever louder in my mind. Drivers in passing full-size trucks — such as the Ford F-250 or Chevrolet Silverado Super Duty — look down upon the M5 from their thundering, elevated perches. Is it incomprehension? Admiration? Or simply the question of whether a vehicle without an open cargo bed serves any useful purpose at all?

The answer is a resounding yes; for thanks in part to its powerful 145 kW (197 hp / 280 Nm) electric motor — cleverly tucked away within the transmission tunnel — the M5 Touring delivers not only performance on par with a high-powered Corvette, but also a level of everyday practicality that would impress even those Americans who dream of one day pushing a BMW M5 over the 300 km/h mark on the German Autobahn.

For beyond its spectacular performance figures, this behemoth from Dingolfing is also a perfect family companion. Behind the electric tailgate — which, unfortunately, no longer features a separately opening rear window — lies 17 cubic feet of cargo space; by folding down the rear seats, this can be flexibly expanded to over 56 cubic feet. Golf bags, tennis totes, small inflatable boats, four suitcases — and should you ever need to haul something even larger, most Americans in this income bracket likely have a pickup truck sitting in their driveway anyway.

Fort Lauderdale To Key West

After an evening stopover in Fort Lauderdale — and an encounter with a valet parker who was absolutely thrilled by the M5 Touring — we continued our journey the next day toward the Florida Keys. After some initial rain, the sun streamed through the panoramic roof into the cabin for a drive that remains, to this day, one of the most beautiful in all of North America.

Depending on traffic — particularly on the perpetually congested I-95 in the greater Miami area — the drive to Key West takes about four hours, continuing via the Turnpike, Dixie Highway, and the Overseas Highway of Route 1. It is a route perfectly suited for an open-top convertible, yet it proves to be an equally stunning experience in this 201-inch-long sports wagon.

Where The Driver Assistance Earns Its Asterisk

One of the few details of the BMW M5 that fails to impress is its driver assistance system. Even with the optional “Driving Assistant Professional” package — a $1,700 upgrade — the driver is required to touch the steering wheel every few seconds; otherwise, the car begins to flash and beep in an annoyingly persistent manner. This offers precious little in the way of genuine relaxation — and certainly none that justifies the hefty price premium. Eyes must remain on the road, and hands on the wheel.

Yet, with stops along the way at Islamorada — and continuing on through Conch Key and Big Pine Key all the way to the bustling streets of Key West — there is an abundance of ocean views, boats, and vibrant colors to enjoy. It may come as something of a surprise, however, that on the tourist-filled Duval Street, the M5 behemoth ultimately garners just as much attention as local landmarks like Sloppy Joe’s, the Sponge Market, or the colorful flower-bedecked Sandy’s Cafe close to the beach.

Charging: Still An Afterthought Down Here

Unfortunately, the situation at the local charging hotspots looks just as bleak as it did during the drive through South Carolina and Georgia. Charging stations are few and far between; when they can be found, they are typically located in parking garages or in front of shopping malls — places where the underbody battery pack can top up with a bit of extra energy.

The fact that this powerhouse is limited to a maximum charging rate of 11 kW is, however, hardly an issue — many available charging stations deliver significantly less than that anyway. But then again, who would actually want to drive the BMW M5 PHEV Touring on electric power — and thus in near-silence — especially here in the USA, where a V8 combustion engine still reigns supreme?

Stefan Grundhoff; press-inform

First published by https://www.bmwblog.com

The E36 M3 GT is the right answer. It is not the most spartan, not the fastest in a straight line, and it is absolutely not the easiest to find. But it is the one BMW Motorsport actually sat down and built with purpose — a homologation special that came loaded with factory motorsport hardware and still managed to be a proper road car. That combination is what makes it special, and it is why values have climbed from around €50,000 for a clean example a few years ago to an average auction result now nudging six figures.

Why The GT Exists At All

The E36 M3 was not designed for racing. BMW M built it to chase a broader market than the hardcore E30, which meant more comfort, more refinement, and a chassis that was excellent on road but not obsessed with lap times. Then the World Sportscar Championship collapsed in 1993, and with it went the expensive Group C machinery. In its place, national GT series popped up across Europe and the US, with slashed homologation requirements that gave manufacturers a practical route onto the track without spending a fortune.

BMW went into the German ADAC GT series in 1993 with the E36 M3 GTR, a racing car with wide arches and an aggressive aero kit, and promptly won six of eight races. When they decided to attack the IMSA GTS-2 class in the United States for 1995, they needed to homologate some of the GTR’s aero and mechanical improvements for road use. The result was the M3 GT.

BMW Motorsport planned a run of 350 road cars, all left-hand drive, all sold exclusively in mainland Europe, and all painted in a single color: British Racing Green. In the end, 356 were built.

Why Are They Special

Start under the bonnet. The GT uses the same 3.0-liter S50 B30 inline-six as the standard E36 M3 — 24-valve DOHC, single VANOS on the inlet cam, individual throttle bodies for each cylinder. But BMW Motorsport reground the camshafts to a 264-degree profile, remapped the Bosch Motronic M3.3 engine management, upgraded the VANOS software, and fitted the same short intake manifold that would later appear on the 3.2-litre M3 Evo. The oil pan got a baffled design with dual pick-ups to maintain oil pressure in hard cornering — a detail that matters on track and tells you exactly what this car was conceived to do.

Peak power went from 286 bhp to 295 bhp at 7,000 rpm. The torque figure moved to 238 lb-ft at 3,900 rpm, and BMW Motorsport shortened the final drive ratio to improve in-gear response. These are not dramatic numbers on paper, but the recalibrated engine feels meaningfully different in the mid-range — sharper, more immediate, and happy to rev harder before it runs out of breath.

The chassis changes matter just as much. A Motorsport front strut brace reduces bodyshell flex. Shorter and stiffer springs drop the ride height noticeably. The ABS was retuned specifically for the GT. And to save 20 kilograms, the doors are aluminium — identical in appearance to steel, but lighter in a way you notice when you swing one open.

The Only Color It Came In

British Racing Green. That is it. One exterior color, no options, no exceptions — with one documented pre-production exception that effectively proves the rule. Every production M3 GT left the factory in the same deep green, paired with an interior that matched the paint’s intent rather than contradicted it. The Vader sport seats are trimmed in Anthracite Amaretta brushed suede with Mexico Green Nappa leather on the seat centres, door inserts, and grab handles. The dashboard, door sills, and centre console get carbon fibre inserts. There is a serialised production plaque mounted above the glovebox.

The GT never wore external badging identifying it as such. The only external tells beyond the paint are the biplane rear spoiler, the adjustable front chin splitter, aerodynamically optimized mirrors, and the clear front indicators that replaced the standard car’s amber units. BMW Motorsport International emblems sit on the door moldings and kick plates. The wheels are polished 17-inch M Double Spoke forged alloys — 7.5 inches wide at the front, 8.5 at the rear.

A Complete Car, Not A Stripped One

This is where the GT parts ways with the Lightweight philosophy. BMW did not pull the radio out. They did not delete the air conditioning. Buyers could tick almost the full options list available on the regular M3 — heated seats, cruise control, onboard computer, headlight wash/wipe. It is a car that went to the track on weekends and drove home on Monday. That usability is part of what makes it the better long-term ownership proposition.

For American Readers: The Lightweight

The M3 GT was never sold in the United States. It was left-hand drive only and stayed in Europe. American buyers who wanted a factory-special E36 M3 in 1995 got the M3 Lightweight instead — which is not a consolation prize, even if it was designed with a different logic.

The Lightweight strips the US-market M3 down rather than building it up. Air conditioning is deleted. The radio is gone. Sound deadening is gutted. The seats are lightweight cloth units rather than leather. Aluminum doors carry over from the GT’s parts bin. The springs and dampers are the same spec as the GT’s, and a factory Motorsport strut tower brace and underfloor X-brace come standard. All of that brings the kerb weight to 2,950 pounds — 225 pounds less than a standard US M3.

The engine is the US-market S50 B30, not the Euro version. That means 240 hp at 6,000 rpm rather than 295 hp at 7,000 rpm. The US cylinder head was a cost-saving measure when BMW adapted the M3 for American emissions standards, and it is the one area where the Lightweight cannot match the GT regardless of how much you strip it out. The five-speed gearbox (rather than the Euro six-speed) is a further reminder that this was always the global platform adapted for one market rather than a car built from scratch.

With only 126 produced, all in Alpine White with the Motorsport chequered flag decal, the Lightweight is rarer than the GT. And rarity has pushed prices accordingly — exceptional low-mileage examples have sold for over $195,000 at auction.

What You Pay For A GT Today

The market data is clear that the GT’s time as a relative bargain has passed. A well-maintained example with a clean history was selling for around €50,000 a few years ago. By late 2024, documented examples were trading in the €76,000 to €90,000 range in Europe, and a high-water mark of $275,000 was set at auction in October 2025 for an exceptional car. The average across recorded sales sits around $132,000. That range is wide enough that condition and history drive the number more than anything else.

The GT commands four times that at the low end than the regular E36 M3. That premium is not irrational.

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Inside the team Herbert was called “the Patron.” His other nickname was the man with the “golden bladder”, earned by sitting on the pit wall with a lap chart for hours without moving. Gerhard Berger called him the soul of the operation. Dieter Quester called him a hard-nosed businessman who wasn’t too proud to keep the lap chart himself through a full 24-hour race. Both things were true at the same time, which is probably why the team lasted as long as it did.

The Schnitzer History

Herbert and his older brother Josef took over the family BMW dealership in 1966. The racing division followed a year later. Josef had the engineering degree and built the cars; Herbert ran the business. Josef became German circuit racing champion in a BMW 1800 TISA and later a 2000ti. Together they developed and sold their own Formula 2 engine — Jacques Laffite won the 1975 European F2 championship on Schnitzer power, ahead of the works BMW engines.

It didn’t last. In 1978, Josef was killed in a road accident that was not his fault. The team responded by winning the German Touring Car Championship that same year with Harald Ertl. You can call that resilience. It’s also just grief with nowhere else to go.

From there the titles piled up across almost every series BMW entered: European and World Touring Car Championships, British, Italian, Japanese, and Asia-Pacific titles, the American Le Mans Series. In 1999, Dalmas, Martini, and Winkelhock won Le Mans outright in the BMW V12 LMR. The drivers who came through the garage included Bellof, Berger, Cecotto, Fitzpatrick, Ickx, Ludwig, Piquet, Quester, Rohrl, Stuck, both Mullers and both Winkelhocks. Herbert sat on the pit wall through all of it with his lap chart.

His two half-brothers, twins Dieter and Karl “Charly” Lamm, who handled race operations for much of the team’s later era, died before him. Dieter in 2014, Charly in 2019. Herbert was the last one.

Schnitzer’s Motorsport Program Ended Also

Schnitzer closed its racing program at the end of 2020. Herbert had fought to keep it going longer than most people expected. The team had come back to the DTM in 2012 after years away and won the drivers’, manufacturers’, and teams’ titles in its first season back. Then the money ran out anyway.

In his final years Herbert watched motorsport on television, kept up with old friends, and was driven to his regular table by his longtime companion Peter Reinisch. Fifty years of championships. One family. Herbert was the last of them, and now all four are gone.

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Dutch magazine Autoblog.nl received an intriguing photo (see source link below) from one of its readers. It was taken at BMW M’s booth near Circuit de la Sarthe, where a mystery car hides in the shadows. From what we can tell, the slightly angled double yellow lights, along with the stacked square lighting elements, match a recent teaser image of the electric M3 (pictured above).

However, that’s not to say we’re only days away from witnessing the world premiere of the M3 ZA0. The production-ready car isn’t due until sometime next year. An educated guess suggests BMW plans to showcase a concept ahead of the final version’s 2027 debut. Although we’re looking at a shadowy silhouette, it’s clear the car has much wider fenders than the normal i3. It’s exactly what you would expect from an M product.

The side mirrors protrude from the body far more than they do on the regular 2027 i3. It’s reasonable to expect some details have been deliberately exaggerated to make a splash. This is likely a concept, after all. Since the production M3 ZA0 isn’t far away, it should be close to what customers will be able to buy.

Is BMW Teasing An Electric M Concept?

If BMW is showing an M at Le Mans, there’s bound to be a proper teaser in the coming days. In the meantime, all we can do is speculate about the car’s identity. All signs point to a conceptual electric M model. Possibly called the i3 M60, the M Performance version is expected to arrive before the full-fat M, but this car looks too aggressive to be merely an M Lite model.

Since BMW is displaying it at Le Mans, there are likely some ties to motorsport. A conceptual M race car with quad electric motors would be the M division’s way of showing that EVs have a place in racing as well. The subsequent production version will probably be toned down somewhat, but it’s safe to say it’ll look radically different from the outgoing M3 G80.

The concept’s design may very well also preview the next-generation M3 G84 with an inline-six engine. BMW has made it clear there will be only subtle differences between ICE and EV models in the Neue Klasse era. We can already imagine the gas-powered version with a longer front section to accommodate the 3.0-liter engine, along with a modified rear end featuring the signature quad exhaust system.

But we may be getting ahead of ourselves. The first order of business is finding out exactly what BMW is hiding in that box. For what it’s worth, the “Setting New Standards” tagline has been used for the electric M3’s teaser campaign, whose fifth episode was released over the weekend.

Photo: Autoblog.nl

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The Cars That Started A Religion

The E36 launched in 1990 with a hard act to follow. The E30 had made the 3 Series name mean something — the kind of car people get irrational about — and the E36 was supposed to continue that without ruining it. It mostly didn’t ruin it. Hydraulic steering, rear-wheel drive, a proper multi-link rear suspension, and a range of inline-sixes that ran from fine to excellent. A 328i coupe with a manual was a great car, and in retrospect it was the last 3 Series that felt truly unfiltered — not because BMW was trying to make it raw, but because they hadn’t yet figured out how to sand all the edges off.

The E46 arrived in 1997 and sanded the edges off. The chassis was 70% more rigid. The interior went from functional to genuinely good. The brakes, the safety equipment, the ride — all better. And the M54 inline-six that powered most of the non-M lineup is one of those engines that only gets more respect with age, because everything that replaced it was turbocharged and numb by comparison.

The Last 3 Series That Bites Back

The E36 has one thing the E46 can’t match: the steering. And that’s something I experienced recently on a drive from Munich to Como. Get into a well-sorted 328i and it tells you exactly what the front tires are doing, without filtering or delay. Turn in and the nose follows your hands with an almost unsettling directness. Add more lock mid-corner and the car responds in exact proportion. That kind of linearity — where the wheel feels connected to actual physics rather than a software interpretation of them — was already disappearing by the time the E46 launched and has basically been absent from BMW road cars ever since.

The M-spec “Vader” seats are another genuine highlight. Named for their distinctive shoulder bolster shape, they’re supportive on a long drive and locked-in on a back road. Enthusiasts treat them as a point of pride; finding a car without them is the first step toward finding a set that do.

But that’s about where the E36’s advantages stop. The rest of the interior is simply dated — not charmingly old, just dated. Scratchy plastics, a driving position that feels approximate rather than designed, switchgear that communicates “we had a budget.” And the cars are 25 to 35 years old now certainly have their share of issues, like cracked arm mounting points, noisy VANOS units and more.

So you’re not buying a bargain anymore — clean examples have gotten expensive — and you’re buying all of that maintenance with it.

Why The E46 Wins

The S54. If you’re approaching this at the M3 level, everything else is secondary. Six individual throttle bodies, 7,900 rpm redline, 333 horsepower from a 3.2-liter naturally aspirated straight-six that makes a noise at full chat like it’s genuinely trying to escape the engine bay. The American E36 M3 got the S52 — 240 horsepower, a single throttle body, basically a worked-over 328i engine — because BMW didn’t think US buyers would pay for the real thing. They were wrong, and the E46 was the correction. The S54 is why people still argue about this M3 in 2026.

Not nostalgia. The engine is actually that good.

Outside the M3, the E46 is still the better car. The M54 3.0-liter is smooth and willing in a way that makes the E36’s engines feel like they’re trying harder for less. The interior is in a different league — real materials, real ergonomics. The chassis has more grip and more precision. And the 330i with the ZHP Performance Package — firmer suspension, quicker steering, close-ratio gearbox — is a proper enthusiast’s car that you can also drive to work without planning your route around independent BMW shop locations.

The E46 M3 does have the subframe problem. The rear axle carrier panel fatigues and cracks at the mounting points on every car from 1999 to 2006, no exceptions, worse on more powerful models. The cooling system has the same plastic-component time bomb as the E36. And avoid the SMG transmission — it was hesitant, jerky, and the electrohydraulics have not aged well. The resale discount on SMG cars versus manuals tells you what the market figured out. Manual or nothing.

So Why Does The E46 Win?

The E36 is a car you appreciate under specific conditions — ideally a quiet back road, a clear head, and no time pressure. The steering is special. The feel is hard to replicate. But it asks a lot of you in exchange: maintenance attention, tolerance for a dated interior, and the acceptance that its performance numbers look modest against almost anything built since.

The E46 gives you most of what the E36 offers in terms of driving involvement and adds a better engine, a better interior, more grip, and a car you can actually use across a wider range of situations. The S54 M3 is one of the great naturally aspirated performance cars of the last thirty years, full stop. The ZHP 330i is the pick for most people — driver’s car, daily driver, one car.

The E36 is worth driving. The E46 is worth owning.

FAQ BMW 3 Series

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For example, the car’s front and rear axles had to be developed from scratch rather than adapted from the current M3 G80. According to BMW, prototype testing at the Nürburgring revealed “exceptional strain on the chassis and other components.” Existing chassis technology from combustion-engine cars simply wasn’t capable of unlocking the electric super sedan’s full potential.

For the same reason, BMW is working with tire suppliers to develop a new rubber compound. The quad-motor setup is claimed to deliver “unprecedented torque to the road” with zero lag, while distributing torque individually to each wheel for “absolute grip.” A dozen tire compounds are currently under evaluation, including a Pirelli P Zero specification designed for a 20-inch wheel.

The Electric BMW M3 Will Have Simulated Engine Noise And Gear Shifts

The video is not without controversy. We’re reminded that the ZA0 M3 will feature a bespoke soundtrack derived from pre-recorded engine noises from BMW’s large-displacement powertrains. Whether the soundscape will incorporate notes from inline-six, V8, and V10 engines remains unclear, but one thing is certain: the electric M3 won’t be silent.

The ICE-inspired soundtrack won’t be the only simulation. Artificial gear changes will also be part of the electric M3 driving experience. Why? BMW says they’re intended to “assist the driver.” While skepticism is understandable, the feature could serve a legitimate purpose. Simulated gear shifts provide audio and tactile reference points, helping drivers better gauge the car’s speed and acceleration.

Some would even argue that simulated gear changes add a layer of emotion to the driving experience. Others contend they hinder performance by imposing artificial limitations on the powertrain’s capabilities. Regardless of where you stand, as long as drivers can switch the feature on or off, we don’t see a real issue.

BMW Is Developing Both Electric And Gas M3 Models

With the direction emissions regulations are heading, an electric M car was inevitable. Traditionalists shouldn’t lose hope, though. BMW is simultaneously developing another M3 powered by an inline-six gasoline engine. Expected to arrive around 2028 as the G84, it may forgo a manual gearbox. At the same time, the combustion-powered sports sedan is reportedly set to be offered exclusively with all-wheel drive.

If the reports about the next-gen M3 are accurate, the M3 CS Handschalter launched in North America truly marks the end of an era.

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There are plenty of Z cars, including a one-off Z3 British Racing Green with BBS wheels and a tan top. It has been part of the company’s collection from the very beginning and has covered fewer than 1,000 miles. It sits under the same roof as a late-production M Coupe “Clownshoe.” The Z collection wouldn’t be complete without several ALPINA models from the Z4 and Z8 lineages.

While a 3 Series in 318i specification might not sound like much, the E36 featured in the video holds significant historical relevance for the Spartanburg plant. It was the first BMW built at the factory in South Carolina. Speaking of milestones, the five-millionth and six-millionth vehicles produced there are also on display: a Tornado Red X5 M and a Java Green X6 M, respectively.

BMW Group Classic Owns An Eclectic Collection Of Cars

The oldest car in the collection is a 1953 503 Coupe powered by a V8 engine. Other historic vehicles include the stunning 3.0 CSL (E9), the iconic M3 (E30), the rare M3 Lightweight (E36), and the last hand-built M5 (E34). BMW’s only production V10 is found in the E60 M5. The naturally aspirated 5.0-liter engine is paired with a six-speed manual gearbox, a configuration offered exclusively in North America.

The strangest of the bunch? An early one-of-a-kind Z3 Coupe design study that led to the race car that competed at the Nürburgring. It featured half doors and little in the way of an interior. Actual race cars also reside in the secret warehouse, including GTP and Formula 2 machines. There’s also a championship-winning E34 M5 raced by David Donohue in the IMSA Bridgestone Supercar Championship.

One of the most interesting cars is the BMW ActiveE, essentially a 1 Series Coupe converted for EV duty. Around 500 examples were trialed before the i3 arrived in 2013 as the company’s first production electric vehicle. Fittingly, a late-production i3s sits right in front of the lesser-known ActiveE.

There’s more where that came from. The Petersen Automotive Museum will follow up with a second episode next week, and we’re hoping it will feature other special cars, such as the M1.

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