The paint is where most people will stop scrolling. Midnight Black and a custom-tinted metallic green — but not split along the roofline or a body crease like you’d expect. The two colors are inverted left to right, divided by a diagonal that runs across the whole exterior. One side leads with green, the other with black. It was hand-sprayed and clear-coated at the factory. The soft top has a tonal Union Jack on it, which makes sense given it was built in Oxford.

A Unique Interior Design As Well

Inside, the green runs through more than 50 individually specified details: stitching, painted belt covers, custom-accented bands, a metallic green-trimmed Harman Kardon speaker surround, bespoke door armrest overlays, a personalized floor mat, and custom instrument cluster identifiers.

Every single one of those elements was prototyped and installed by hand at Plant Oxford — not sourced from a catalogue, not retrofitted after the fact. The whole thing was built into the car from the start. The colors reflect the owner’s favorite NFL team, which is a detail that will mean everything to the person getting this car and very little to anyone else — which is kind of the point.

Tying it all together is a “MINI.01” badging system: on the steering wheel, on interior labels, scattered across the cabin in a few other spots. A simple way of noting what’s already obvious — there’s one of these.

Customization Taken To The Next Level

MINI has always sold customization as part of the deal. Roof colors, racing stripes, mirror caps — that’s been baked into the brand since the revival. But this is a different category of project, closer to what BMW does with its Individual program than anything you’d find in an online configurator.

As you’d expect, the MINI USA leadership is excited about this project. “Our owners see their MINI as more than just a car, and for many, it becomes a canvas for self-expression shaped into a true reflection of their personality.” said Kate Alini, Head of Marketing, Product, and Strategy, MINI USA. “This project gave us the opportunity to explore creating a unique custom-crafted MINI specific to customer preferences. With a vision this distinctive for a one-off car, it was exciting to see our customer’s vision come to life.”

MINI says it’s expanding its special editions and factory customization options going forward. This car is probably the furthest that direction has gone yet — but if Plant Oxford can hand-build 50-plus bespoke interior details for one customer, it’s hard to argue they’re not serious about it.

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

That was 23 years ago, though. Over two decades later, xDrive appears on nearly every model in the BMW catalog. All-wheel drive isn’t just for SUVs anymore, and in fact aids some of BMW’s most iconic cars in achieving extraordinary grip — even in the face of extraordinary power figures. From the modest 3 Series all the way up the ladder to the 7er and beyond, xDrive has arguably made some cars simply better. And these are the best of the best.

BMW 760i xDrive Sedan

We might’ve misled you a bit with that last paragraph, but xDrive isn’t just well-suited for performance. Putting the power down with as little drama as possible also falls into the “luxury” category, too. And to that end, when paired with xDrive and a V8 the G70 generation 7 Series is arguably at its best. The V8 purrs away, emanating 536 horsepower at will while xDrive handles the finer details of power dispersal. Can a case be made that the electric i7 does all of this in a quieter (and hence, more luxurious) manner? Sure. But there’s no sensation quite like dropping the hammer on a V8 7 Series — especially within the warranty period. And they might not be long for the world, making this an experience all the more notable and earning the 760i xDrive a spot on the Top 5.

BMW i4 M50/i4 M60

When the i4 M50 debuted, it shouldn’t have been that big of a deal. Lightning-quick acceleration by way of electron-sourced power was already fairly widespread when the car landed in late 2021. However, I found driving the i4 M50 to be quite memorable; BMW’s dynamism, solid steering, and of course rapid get-up-and-go made it, in my opinion, one of the most complete packages of its day. Today, the updated i4 M60 earns similar accolades, although frankly I haven’t driven one to know firsthand. Either way, xDrive’s presence allows the i4 M50 and i4 M60 to fully abuse its nearly 600 horsepower no matter the road conditions.

ALPINA B8 Gran Coupe

We’ve talked so much about luxury and performance already. Now, meet the crown king of both: the ALPINA B8 Gran Coupe. It’s the most powerful car we’ve rounded up, and it was very hard to determine where the car sits in the hierarchy of awesome all-wheel drivers. If you somehow are not familiar, the B8 relies on a special ALPINA-tuned twin-turbo V8 churning out 612 horsepower and 590 pound-feet of torque. xDrive ensures all four of those brilliant 20-spoke ALPINA wheels turn in tandem, allowing the car to rip 3.3-second zero-to-60-mph times. Of course, the ALPINA B8 is brilliant in many other ways, too. Its interior stands the test of time in a way newer, iDrive 8 and 9-powered cars likely will not. Its gorgeous rake and modern/classic mashup of a design ensures similarly long-termed aesthetic benefits. Talk about a future classic.

Tie: BMW X3 M40i and M340i xDrive

Granted, one place the aforementioned B8 falls short is general accessibility. Not so for the dynamic duo next on the list. It’s impossible to choose between the two because, ultimately, they’re extremely familiar. Both B58-powered volume-sellers achieve their intended purpose with great aplomb. The M340i xDrive is one of the most versatile sedans ever produced, and similarly one of the best daily drivers you could ask. Assuming, of course, you don’t need the extra space an SUV offers. If you do, though, you’re in luck: the X3 M40i is as near in price as makes no difference and just as wonderful — albeit in different ways — to drive. In either case, xDrive ensures all 380 or so horsepower makes it where its needed most.

Frankly, though, 380 or so horsepower is only middling relative to the heavy hitters elsewhere in our countdown. But, as it turns out, that’s plenty for a good time, especially when you have xDrive handling the tricky part of getting the power down. It also comes with the territory, as the X3 and 3 Series are easily the most accessible cars on the list. New, both were around $60,000 in the U.S., but even good secondhand examples are trading for far less these days. That, combined with generally appealing aesthetics, make them two of the best BMWs anyone can buy today — with or without xDrive.

BMW M5 (F90)

The F90 M5 wasn’t the first M car with all-wheel drive. That honor goes to the original X5 M. However, the F90 M5 fine-tuned and, arguably, perfected the formula. It added functionality, now switchable between all- and rear-wheel drive. Now dubbed “M xDrive,” it included unique software written with M’s priorities in mind. In the real world, it translated to lightning-quick acceleration; to date, the F90 M5 remains the fastest BMW M5 ever. Sprinting from zero to 60 mph in around 2.8 seconds and dispatching the quarter mile in 10.9 seconds, the F90 remains just barely the quickest xDrive-equipped BMW ever, too. That’s to say nothing of the even more serious F90 M5 CS, which theoretically traps even more impressive figures thanks to some weight loss and power gains.

Granted, when the F90 debuted, M xDrive didn’t exactly get a warm reception. An all-wheel drive M5 was, at the time, blasphemy, and could never hold a candle to the “classic” M5 formula, which naturally included rear-wheel drive. Fast forwarding so many years later, you’d be hard pressed to find an enthusiast that doesn’t appreciate the F90 M5 for its incredible — and varied — virtues. Aside from perhaps riding a bit stiff on the street, the car is an masterclass in understanding the BMW M ethos. Its quick, comfortable, capable (though perhaps not most at home) on the track, and great looking. And xDrive is an inextricable part of the formula.

We’ll admit: there are several different vehicles that likely deserve mention, but there’s only room for five. The M240i xDrive coupe is an excellent intermediary while we wait for the M2 xDrive. The X5 xDrive50e is perhaps the quintessential performance hybrid SUV. Although the i4 does much of what the iX does in a smaller, sportier package, the iX does have its own advantages that deserve mention, like superior build quality and comfort. What are your favorite xDrive cars we missed?

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

Back in 2009, as part of the celebrations marking the 25th Anniversary of the BMW M5, we were among a select group of journalists invited to Munich for a very private look at M GmbH’s history. The setting was a secret garage tucked away from the public eye, and inside it sat some of the most extraordinary and rarely-seen BMWs ever created — the kind of room that makes a car person go quiet. Alongside the M5 CSL and the never-produced M5 Convertible sat the E39 M5 Touring, parked there as if it were the most natural thing in the world.

This was 2009 — before Instagram, before YouTube vlogs, before every significant moment got documented, shared, and dissected in real time. There were no live streams, no tweet threads, no viral reels from inside that garage. Just a handful of journalists, a few old school cameras, and a car that BMW had never officially photographed for public release. It felt genuinely secret in a way that’s nearly impossible to replicate today.

One Of The Biggest Secrets In Garching

And what a car to keep secret. Contemporary reports from the event indicated the E39 M5 Touring carried the sedan’s 5.0-liter S62 V8, producing 400 horsepower and 500 Nm (369 lb-ft) of torque. In other words, the full M5 experience — just with room for a set of skis, a dog, a family’s worth of luggage, or all three at once.

To understand why this car is so mythologized, you have to understand what the E39 generation means to BMW enthusiasts. The E39 M5 is widely regarded as one of the greatest performance sedans ever made — not just for its S62 engine, but for the way it looked. Chris Bangle’s divisive flame-surfacing era was still a few years away, and the E39 carried a timeless, understated elegance that BMW has been quietly trying to recapture ever since. Long hood, perfectly proportioned flanks, a greenhouse that sits just right — it ages in a way that almost no modern car does. People don’t just like the E39; they love it with the kind of devotion usually reserved for things that can’t be replaced.

What A Design This Was

Now imagine that body stretched into a Touring. The long roofline flowing back, the estate proportions adding visual drama without sacrificing an ounce of the sedan’s grace. A practical, everyday car that could genuinely embarrass sports cars on a winding road. The M5 Touring would have been the ultimate sleeper — the station wagon that had nothing to prove and everything to offer.

So why didn’t it happen? Reporting at the time suggested BMW M shelved the project due to rear-axle and dynamics-related compromises — the longer Touring body reportedly creating challenges that couldn’t be resolved without affecting the precise handling character M insists upon. Concerns about market size are said to have played a role as well, though neither reason has been formally confirmed by BMW in an official statement.

What is confirmed is the car’s place in history. BMW Group Classic acknowledges the E39 M5 was produced exclusively as a sedan, and that the Touring prototype remained a one of one. BMW M’s own heritage materials note the Touring version was only ever made in prototype form.

One car. One secret garage. And a room full of journalists who got to see, just once, what could have been.

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

But the next chapter is where things get genuinely interesting. New products are in development, platform decisions hang in the balance (including whether a future MINI EV should migrate to BMW’s Neue Klasse RWD architecture), and the brand faces a question every niche automaker eventually has to answer: what do you build when you’ve refreshed the core lineup and need to grow without losing your soul?

We have a suggestion. And it involves some mud.

The Predictable Stuff Is Already Coming

Let’s be honest about what we already know. A new-generation MINI Cooper is inevitable — it’s the nameplate that defines the brand, as iconic as anything in the modern automotive world, and it will always be there. Ditto the Countryman, which has evolved from a quirky oddity into a genuine sales pillar and family car of choice for a loyal slice of the market. These are given. The Cooper and the Countryman will come, get better, get more electric, and continue doing what they do well.

The more pressing question is what MINI builds beyond those two anchors. Because if the answer is simply “smaller hatchbacks,” the brand risks painting itself into a corner. Subcompact hatchbacks, however charming, face a tough road in a world that has fundamentally shifted toward crossovers and SUVs. Being adorable only gets you so far.

The Case for Something Rugged

Here’s the argument in plain terms: MINI should build a rugged, adventurous crossover that targets a younger, more lifestyle-oriented audience — something that sits in the same emotional neighborhood as the Rivian R3 or the Hyundai Ioniq 5 XRT.

That might sound like a stretch, but look at the segment those cars are trying to carve out. It’s not full-on overlanding. It’s not luxury off-roading. It’s something hipper, more urban-adjacent, a vehicle for people who want to signal that their life has texture — weekend trails, surf trips, a general air of going somewhere interesting. The Rivian R3 has been teased as exactly that kind of car. The Ioniq 5 XRT adds rugged body cladding, raised suspension, and off-road intent to an already popular EV platform. The segment is being defined right now, and it’s wide open.

MINI, with its inherent personality and design language, could own this space in a way that neither a Rivian nor a Hyundai truly can. What Rivian offers in cool-factor engineering credibility and what Hyundai offers in EV value, MINI can match with character, heritage, and a design vocabulary that is genuinely unlike anything else on the road.

Crucially, this vehicle would need a combustion option. Not every market is ready for EV-only, and not every buyer who wants a fun, rugged MINI is ready to go fully electric. Offering both powertrains keeps the car accessible and commercially viable — essential for a brand that, for all its charisma, operates within the commercial realities of being a BMW Group subsidiary.

MINI Has Already Imagined This Car — Twice

What makes this idea so compelling isn’t that it’s new. It’s that MINI has been here before.

In 2011 — years before the Rivian R3 was a sketch on a designer’s iPad, before Hyundai thought to put knobby tires on an Ioniq — MINI unveiled the Beachcomber Concept. It was an open-sided, adventure-ready, utterly distinctive vehicle that looked like it had been designed for people who lived their weekends well. The reaction was enormous. Enthusiasts loved it. The automotive press loved it. And then, quietly, it went nowhere.

Looking back, the Beachcomber was simply ahead of its time. The market infrastructure for that kind of adventurous crossover — the social media ecosystem that would have made it a phenomenon, the customer base that now gravitates toward Rivians and Broncos and rugged EV adventuremobiles — didn’t fully exist yet. Today, it does.

Then there was the Paceman. Launched in 2013, the Paceman was a two-door coupe-crossover with genuine charm and a go-anywhere attitude that the marketing barely knew how to sell. It was smaller, more style-forward, and more niche than the Countryman, which worked against it commercially. It was discontinued in 2016. But the Paceman also proved something: the segment had potential, and MINI had the design instincts to play in it.

More recently, we had a chance to drive the Paceman Adventure Concept — a rugged, rally-ready take on the Paceman formula. Behind the wheel, it felt like exactly the kind of vehicle MINI should be making: purposeful, exciting, different.

What This Car Should Actually Be

So what does the right MINI rugged crossover look like in practice?

Think compact — smaller than or roughly equivalent to the Countryman in footprint, but with a completely different character. Raised ride height, proper all-wheel drive with real capability, chunky wheel arch cladding that earns its keep rather than just being cosmetic. A roofline that’s more upright and practical than a coupe-crossover, because this car needs to carry gear and it needs to be honest about that.

Design-wise, the brief writes itself: draw a line from the Beachcomber Concept to whatever MINI’s current design language allows. Keep the round lights, the go-kart proportions scaled up just enough, the sense of fun that is MINI’s most durable asset. Make it available in earthy, outdoorsy colors alongside the classic MINI palette. Give it roof rails that actually hold a surfboard.

On powertrains, offer a turbocharged four-cylinder with all-wheel drive for the traditionalists, and a dual-motor EV option with real range and real capability for the forward-looking buyer. If the Neue Klasse platform is in the conversation, this could be the vehicle that proves its case for MINI — a RWD-based architecture that allows for genuine dynamic performance and EV efficiency would suit this kind of car well.

The target buyer is not the existing MINI customer. It’s their younger sibling. It’s the person who thinks the Countryman is a little too sensible and the Cooper is a little too small. It’s the urban professional who rents a cabin on weekends, who follows overlanding accounts on Instagram without actually overlanding, who wants a car that communicates something about who they are. That buyer exists in large and growing numbers, and right now they’re being courted by Rivian, Hyundai, and a dozen others. MINI could walk into that conversation with a stronger hand than almost anyone.

The GP4 Is Lovely — But It’s Not the Answer

There will always be a contingent of enthusiasts calling for a new MINI GP. And we get it — the GP cars have been brilliant, focused, uncompromising driver’s cars that made the case for what MINI engineering could do when the brief was pure performance. A GP4 would be magnificent. It would win hearts and generate headlines and make a handful of lucky buyers very happy.

But it won’t move the needle commercially. It won’t bring in conquest customers or meaningfully expand MINI’s footprint in a market that is being reshaped by lifestyle and electrification. MINI needs volume products with character, not character products with limited volume.

A rugged crossover — executed with the vision of the Beachcomber and the capabilities of a modern rugged car — would be exactly that. It would be a MINI unlike any currently on sale, which is precisely the point. It would honor the brand’s history of creative risk-taking while targeting a market that is ripe, growing, and currently underserved by anyone with MINI’s particular kind of soul.

The segments that will define the next decade of automotive sales are not the ones being fought over by legacy players with legacy thinking. They’re being invented right now, in California design studios and Korean or Chinese engineering labs and, apparently, in MINI’s own concept garage.

The Beachcomber was right in 2011. It’s even more right today. Time to build it.

What do you think MINI should build next? Let us know in the comments below.

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

The BMW–Rimac Partnership, Briefly Explained

Although the collaboration between BMW Group and Rimac was made public in April 2024, Mate Rimac revealed at the time that the two companies had actually been working together in secret since 2022. The Rimac Group’s CEO and founder described the deal as “not only the biggest job in our history, but perhaps the biggest contract in the history of the country.” It was, from the start, a long-term arrangement — explicitly covering additional electric vehicles beyond whichever model would be first.

That first model turns out to be the i7 facelift, set to debut at the 2026 Beijing Auto Show on April 22. Despite being a mid-cycle update, the i7 is getting a completely new battery architecture. BMW is switching to its Gen6 pack, which uses 4695 lithium-ion cylindrical cells — the same format already seen in the new iX3 and i3. Compared to the outgoing prismatic cells, cylindrical cells offer roughly 20% higher energy density. Rimac has helped BMW integrate these with Gen5 module-based technology, creating a scalable architecture that can, in theory, be applied across multiple platforms. The battery itself will be manufactured at the Rimac Campus near Zagreb, Croatia, and shipped to BMW’s Dingolfing plant for final assembly.

The existing i7 tops out at 195 kW of charging power — good for 106 miles (170 km) of range in 10 minutes and a 10%–80% charge in 34 minutes. BMW has indicated the facelifted model will “charge much faster,” though exact figures haven’t been released. Reaching the 400 kW peak of the Neue Klasse models seems unlikely without an 800-volt electrical architecture, but meaningful progress over the current spec appears certain.

So, What About the i5?

Here’s where it gets interesting. The i7 is just the opening chapter of what BMW and Rimac have been building toward. The long-term nature of the deal — explicitly covering future electric vehicles — means additional models will follow. The 2027 BMW i5 facelift, known internally as the G60 LCI, is a natural fit. Based on what we know, we’d expect the i5 LCI to target somewhere in the region of 750 to 770 km of WLTP range, depending on battery size. That would be a substantial leap over the current i5 M60 xDrive’s 516 km — and would put it firmly in the conversation with the best executive EVs on sale.

For now, what the i7 announcement clarifies is that the BMW–Rimac partnership fills a gap in the current lineup for all the upcoming electric facelifts. But it remains to be seen how this partnership will evolve in the future considering that BMW will transition at some point all their cars on the Gen6 architecture.

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

Although the 7 Series is only undergoing a mid-cycle update, the i7’s battery pack will be completely different. BMW is switching its flagship electric sedan to the Gen6 battery pack with cylindrical cells. As seen in the new iX3 and i3, these offer a 20% higher energy density than prismatic cells.

Rimac has helped BMW integrate the 4695 lithium-ion cylindrical cells with its Gen5 module-based technology, creating a scalable architecture. While there’s no word yet on charging power, we’re told the electric 7 Series will “charge much faster.”

As a refresher, the outgoing i7 maxes out at 195 kW. That equates to 106 miles (170 kilometers) of range in 10 minutes and a 10%-80% charge in 34 minutes. Hopefully, BMW will get as close as possible to the 400-kW capability of the Neue Klasse models. However, those vehicles were developed from the ground up as EVs. Without an 800-volt electrical architecture, reaching that peak power in an existing model seems highly unlikely.

The battery will be built at the Rimac Campus near Zagreb and shipped to Dingolfing, where BMW exclusively builds the 7 Series. We expect the long-rumored ALPINA version of the i7 facelift to use identical battery technology, since the car will largely mirror the BMW model.

Although the deal between BMW and Rimac was announced in April 2024, Mate Rimac revealed in a Facebook post at the time that the two companies had been secretly working together since 2022. The CEO and founder of the Rimac Group called the partnership “not only the biggest job in our history, but perhaps the biggest contract in the history of the country.”

The long-term deal includes additional electric vehicles, so the 2027 BMW i7 is just the beginning.

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

As you’re probably used to by now, the cars have a limited production run and can only be ordered through the company’s online shop. Both are capped at 15 units and carry impossibly long names: BMW 420i Convertible M Sport Pro Arctic Race Blue Edition and BMW M440i xDrive Convertible Pro Mineral White Edition.

South Korea-only versions typically come in a well-equipped, fixed configuration, and these two are no exception. The 420i comes in Arctic Race Blue, while the more potent M440i is painted Mineral White. Both ride on 19-inch wheels, but while the lesser version has Jet Black alloys, its M Performance cousin gets a more attractive Individual two-tone set.

Since the 420i also has the M Sport Package Pro, it makes a convincing impression of an M440i. However, BMW connoisseurs can immediately spot the subtle differences. BMW fits the B58-powered model with a different kidney grille and a more aggressive front bumper. From the side, the carbon side mirror caps in the M-specific design are hard to miss.

Inside, the B48-powered car features Individual upholstery with extended Merino leather in Ivory White. The beefier special edition takes a different approach with brown mocha-colored Vernasca leather. Stepping up to the M440i also gets you crystal accents on the iDrive controller, gear selector, and start button.

Predictably, there is a sizeable price gap between the two. BMW South Korea is charging 80.4 million won ($53,600) for the 420i, whereas the M440i costs 99.2 million won ($66,200). The two special editions will be available to order through the online shop from April 9 at 3 PM local time.

Looking ahead, the “G23” is likely to remain in production until mid-2029. Although another facelift seems improbable, BMW will reportedly transition the inline-six, 3.0-liter engine to the B58B30M3 for the M440i sold outside of the United States. The switch is rumored to take place with vehicles produced from March 2027.

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

MINI usually gives its customers a choice. This applies not only to the model range, size, and desired customization, but also to the powertrain. The Aceman is a bit different, as the five-door crossover is only available as an electric version. It’s designed to appeal to customers who find the Cooper too compact and the Countryman too large.

A Familiar Size, A New Role

It’s perfect for an urban family living in a metropolitan area like Sydney. The city of 5.5 million people on Australia’s east coast is known for its quality of life, the famous Harbour Bridge with its view of the Opera House, and the dazzling white Bondi Beach. Perfect for an extensive tour through the city: the MINI Aceman SE.

At just under 161 inches long, the blue Aceman SE is about the same size as the first-generation Countryman, which has since grown into a larger vehicle and is available with either an electric or internal-combustion engine, as well as a 4×4 option. The MINI Aceman has been on the market for some time now; it remains unknown to many because it had neither a predecessor nor a major market launch.

Driving through the vibrant Darlinghurst district, past Hyde Park and the barracks there, one becomes acutely aware of the pervasive British influence in The Rocks. The route leads past the impressively green Botanic Gardens to the Sydney Opera House, familiar to many from New Year’s Eve news broadcasts. At midnight, the shell-shaped building transmits images of the Harbour Bridge from the first New Year’s Eve celebrations around the world.

City Streets Suit the Aceman

Sydney Harbour is turbulent and considerably more rugged than what one might expect from other major cities. While countless small ferries depart from Warrane Cove, one of the large cruise ships is just arriving at The Squire’s Landing. Hundreds of passengers transfer here from one of the ships to their hotels, enjoying a few more days in Sydney before continuing on to New Zealand or back to Singapore or the Emirates.

The 160 kW / 218 hp MINI Aceman SE silently glides through the Barangaroo district, heading towards the bustling shopping area around Market, Bathurst, and Kent Streets, with views of the Queen Victoria Building and the impressive Town Hall. The numerous sights not only pass by but are also announced on the round 9-inch central display, which could stand to be a bit more user-friendly.

The steering of the compact Aceman is light and impressively direct, and the low center of gravity makes quick changes of direction a joy. 330 Nm of maximum torque ensures that the electric British car quickly finds its place in any parking space. The blue city cruiser attracts attention in front of cafés and shops not only because of its pleasing design and silent running.

Most vehicles in Sydney, Australia’s largest city, are large pickups and crossovers with extensive off-road modifications such as winches, knobby tires, radio antennas, or auxiliary lights, because the Outback is harsh and unforgiving for both people and vehicles. Things are quite different here in the city, where the low center of gravity of the 1.8-ton front-wheel-drive vehicle and the firm overall suspension are a welcome feature.

Charging in Australia Still Takes Planning

The battery pack in the underbody still shows a range of 90 miles, and since the plan is to leave the city tomorrow, a recharge is necessary. The number of charging stations in Australia, even in a metropolis like Sydney, is not comparable to that in Europe. Most electric car owners charge at home, so there are little more than a handful of fast chargers in the overpriced underground parking garages, which quickly cost 15 Australian dollars per hour, or at some gas stations.

Since the destination is North Sydney anyway, the car is topped up at a BP station. 0.64 Australian dollars per kWh, easily paid by credit card. That works. The MINI Aceman SE’s modest maximum charging speed of just 95 kW isn’t much of a problem here, because the charging station only offers 75 kW when a silver Mercedes EQC starts charging next to it.

Bondi, Range, and Everyday Practicality

The short charging stop is made shorter with a snack and an espresso before heading back south on the Warringah Freeway M1 towards the Harbour Bridge. Passing through the characteristically bustling Chinatown, the route continues along rough roads to the city’s east coast, via Oxford Street, Bondi Junction, and Bondi itself, to one of the world’s most famous beaches: Bondi Beach — a popular destination for locals and tourists alike.

Cruising through the city has a positive effect on overall consumption and range, allowing the Aceman, despite its modest 54 kWh battery pack, to achieve the promised 400 kilometers before the next charging stop. Anyone planning a long drive along Australia’s east coast should not only be aware of the numerous speed cameras but also the limited number of fast chargers. At least on the journey towards the Gold Coast and Brisbane in the north, one is unlikely to complain about the modest top speed. In Australia, despite its small population and expansive size, the speed limit is 110 km/h.

What the Aceman Gets Right — and What It Misses

Customers in Australia are hardly bothered by this, as they’re primarily interested in the Aceman’s design, its spacious interior, and its high level of everyday practicality. The latest MINI model simply offers a bit more than the smaller Cooper without being as large as the Countryman.

What Aceman occupants miss is an electric tailgate, comfort features like heated rear seats, and a premium alternative to the fabric or synthetic-leather seats. A true head-up display is also absent, as are additional instruments behind the steering wheel, where the driver instead looks at a synthetic-leather strap.

However, projectors in the MINI Aceman SE, which starts at 55,445 Australian dollars, display special light graphics in the form of multicolored patterns on the fabric dashboard. The colors and ambient lighting change depending on the selected driving mode.

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

A Striking Paint Job

The name has “red” in it, but the first thing you notice is the paint. Legend Grey Metallic is typically reserved for John Cooper Works models, and MINI putting it on a Cooper S special edition is a genuinely smart move. It gives the car an edge over regular Cooper models.

The red comes in as a stripe along the body working beautifully with the grey shades. On top of that, MINI loaded the exterior with JCW aero pieces: front winglets, a roof spoiler, a rear diffuser, front decals, even a tow strap. The 17-inch JCW Sprint Spoke wheels are finished in black with floating JCW center caps.

JCW Upgrades Inside As Well

Red and black JCW Sport Seats in Vescin, MINI’s leather-free upholstery, are the first thing you notice. The JCW steering wheel has paddle shifters which is a welcome addition. The transmission is still the JCW Sport Dual-Clutch Automatic. The full JCW Style Package and Iconic Trim round out the interior.

No Power Upgrades, Unfortunately

The MINI Cooper Redline Edition uses a 2.0-liter TwinPower Turbo four-cylinder making 201 horsepower and 221 lb-ft of torque. Zero to 60 comes in 6.7 seconds. There are also JCW brakes in case you would like to take this on fun roads, like The Tail of the Dragon.

MINI says there are limited quantities of the special car, but won’t specify the exact number. So if the Red Line Edition sounds like your car, MINI is taking reservations. Waiting on a MINI special edition tends not to go well for the person who waits.

[Top Image: MINI USA]

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

Held at the South Florida Fairgrounds, BimmerInvasion has firmly established itself as one of the biggest single-marque BMW events on the East Coast. This year’s event made full use of the venue’s massive footprint — over 150,000 square feet of exhibition space packed with Bimmers of every generation, from pristine vintage builds to fully-modified modern M cars. The energy was electric — and for once, we’re not talking about the drivetrain — from the moment the gates opened. Enthusiasts, owners, and fans poured in, making it clear that BMW culture in South Florida is as alive as ever.

The organizers did a great job structuring the show into distinct exhibit spaces, each with its own character. The highlight for many was the ULTIMATE Hall, which housed VIP show cars alongside two special themed exhibits: a “Taste the Rainbow” display and a dedicated 40 Years of M3 tribute — a fitting celebration for one of BMW’s most iconic nameplates.

Then there was the F8x and G8x Arena, a dedicated hall set up as a face-off between generations. F8x M cars lined one side, G8x models on the other — a clever way to spark the friendly debates that BMW fans love. Entry was restricted to M2, M3, and M4 models only, keeping the hall pure.

The Action Outside

Beyond the show floor, the event delivered plenty of high-energy entertainment. Fan favorites like the burnout competition, exhaust sound-off, and drift demonstrations drew big crowds throughout the day. These are the moments that remind you this isn’t just a static car show — it’s a celebration of performance culture.

Vendor showcases filled out the rest of the grounds, with aftermarket brands, detailing specialists, and BMW-focused businesses all represented. There was also a fun Easter egg hunt that gave the event a family-friendly dimension, and kids 12 and under got in free.

A Community Worth Celebrating

What BimmerInvasion gets right — year after year — is the sense of community. Whether you showed up in a bone-stock E30 or a fully built G80 M3, there was a place for you here. The diversity of builds on display was impressive, spanning nearly every era of BMW’s history and representing every corner of the enthusiast spectrum. If you missed it this year, put April 2027 on your calendar now.

We had our cameras out all day capturing the best builds, the action, and the atmosphere. Head over to our photo gallery below to see the full set from BimmerInvasion 2026 West Palm Beach. [Photos: Dan Levins @klapped.media]

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

More than a decade later, with the 6 Series nameplate retired and absorbed awkwardly into the 8 Series family, the F06/F12/F13 generation looks better than ever. One of the cleaner design high-water marks in recent BMW history, it was ambitious, cohesive, and — rare for the era — not obviously trying too hard.

From concept to reality: the BMW CS Concept that started it all

To understand why the F-generation 6 Series looks the way it does, you have to go back to 2007 and the Shanghai Auto Show, where BMW unveiled one of its most striking concept cars in decades: the BMW Concept CS. The one-off was the work of Karim Habib, a Lebanese-Canadian designer who had already left his mark on the E60 5 Series interior and the F01 7 Series body. With the Concept CS, Habib got to imagine something without many constraints — a long, low four-door luxury coupe that would sit above the 7 Series in terms of sheer presence. BMW’s vision of a grand touring flagship. Something that would compete not just with a Mercedes S-Class Coupe, but with the idea of a dream car.

It was jaw-dropping. Long hood, low roofline, muscular haunches, a taut beltline that rose toward the rear. The kidney grilles were rendered large and upright, flanked by slim, sharp headlights. The whole thing said *occasion*. The kind of car you might sketch if someone told you to draw the most beautiful four-door coupe you could imagine, budget and engineering be damned.

The problem was timing. The 2008 financial crisis killed the CS Concept before it could reach production. BMW shelved the range-topping road car and the dream appeared to die. But Habib’s design study was too good to abandon entirely. Its DNA — those proportions, that stance, that coiled-up sense of purpose — was quietly channeled into the next 6 Series. The F12 and F13 carried the spirit of the two-door concept forward, while the F06 Gran Coupe eventually made the four-door vision a reality for people who actually had keys to one.

Three body styles, one vision

BMW executed three fundamentally different body styles here without any of them feeling like a compromise — and that’s harder than it sounds. Each brought something different to the table, yet all three were immediately recognizable as the same car.

The F13 coupe — the purist’s choice

The F13 coupe is where it all started, and for many enthusiasts it’s still the definitive expression of the generation. Two doors, a low roofline, and those sweeping rear haunches give it proportions that feel automotive in the old-fashioned sense. This is a car whose shape is its identity. The silhouette is near-perfect: long front overhang, cab set well back, a roofline that peaks just behind the B-pillar and flows toward the tail. The Hofmeister kink is beautifully executed, and the wide stance gives the car a planted, powerful look even when it’s parked doing nothing at all.

Park one next to almost anything else from the same era and it just looks better. It has that quality that’s almost impossible to engineer deliberately: timelessness.

The F12 convertible — glamour, unfiltered

If the coupe is the purist’s car, the F12 convertible is unapologetically about beautiful design. BMW’s engineers fitted a folding soft top that stows in about 19 seconds at speeds up to 25 mph, which means the F12 keeps clean, coupe-like lines when closed while opening up into something  glamorous with the roof down. You lose a little of the coupe’s structural rigidity feel, as you do with any open-top car. Add a 4.4-liter twin-turbo V8 up front, and this convertible is a proper gran tourer.

The F12 also proved that a four-seat convertible didn’t have to look like an afterthought. With the top up, it’s nearly indistinguishable from the coupe in profile. With it down, it belongs in a different conversation entirely — one of the most beautiful open-top cars of its decade.

The F06 Gran Coupe — the CS Concept made real

The F06 Gran Coupe arrived a year after the coupe and convertible at the 2012 Geneva Motor Show, and it’s arguably the most significant of the three from a design-history standpoint. This is the car that finally delivered on the 2007 CS Concept’s promise: a four-door gran turismo with real coupe proportions.

BMW had gestured in that direction before with the E63/E64 generation, but the F06 was more ambitious and more resolved. It’s a big car — longer than a 7 Series of the same era — yet it wears its size with surprising grace. The rear doors are actually useable, the roofline doesn’t look compromised, and the rear end, with its low wide stance and distinctive taillights, is one of the most coherent things BMW has penned for a four-door car.

The Gran Coupe also made the 6 Series practical in a way the coupe and convertible never were. Here was a car you could take the family on a weekend road trip without anyone grumbling about the rear headroom. It opened the model to a much wider audience without giving anything away aesthetically.

The interior: a proper driver’s cabin

The F-generation 6 Series interior was another strong point. The cockpit leans toward the driver — controls are noticeably angled toward the helm rather than split evenly between occupants — while still offering enough genuine luxury to satisfy the grand touring brief.

Materials were good throughout. Proper leather on the major surfaces, real metal and wood trim options that felt like they belonged in a luxury car rather than an approximation of one. The seats proved comfortable on journeys that lasted far longer than the performance figures might suggest. The sport seats offered a combination of lateral support and long-distance comfort that most dedicated sports cars don’t manage.

The iDrive system had matured significantly by this point, and the 6 Series got a version that was actually intuitive to use — not something owners of early iDrive could have predicted.

A design that keeps getting better

Good automotive design improves with age. The F-generation 6 Series is a clean example of this. When new, surrounded by other cars on dealer lots, it looked good. Now, with used examples available for a fraction of their original asking prices and surrounded by a new generation of BMWs whose design direction is considerably more divisive, the F-generation looks exceptional. The kidney grilles are appropriately sized. The surfaces are clean and taut without being fussy. Nothing looks like it was added by committee or tested to death in a focus group.

Compare it to what came after — the G-generation 8 Series that replaced it — and the 6 Series arguably wins. The 8 Series is a fine car in many respects, but it lacks the ease of the 6. It looks like it’s working at being dramatic. The 6 Series never looked like it was working at anything.

The 2015 LCI facelift was well-judged: updated headlights with full LED units, revised taillights, a larger iDrive controller, and better infotainment. BMW understood that the design was strong enough to need only gentle evolution. They were right.

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

Neue Klasse won’t be exclusive to models carrying the roundel, though. In an interview with Automobilwoche, BMW’s R&D boss Joachim Post explained that the new technology will be rolled out to other Group brands. However, don’t expect MINI or Rolls-Royce to simply carry over the solutions found in BMW-badged models. Instead, the plan is to adapt these developments to better fit each brand.

“We don’t develop technology just for one brand, but for our entire portfolio. From MINI to Rolls-Royce, all brands benefit from the advancements we’ve made with the Neue Klasse. Of course, a MINI has completely different characteristics than a Rolls-Royce. But our aim as a global manufacturer is always to leverage synergies across all our brands. This doesn’t mean we’ll simply transfer the Panoramic iDrive display and operating concept to Rolls-Royce, but there are opportunities for adaptation.”

There has been some confusion about whether Neue Klasse is exclusively for electric vehicles. While components such as batteries and electric motors are inherently EV-specific, the iDrive X can also be installed in cars with combustion engines. The same applies to the new design language, which will be rolled out across the lineup regardless of powertrain.

Although not mentioned during the interview, we can reasonably assume that newcomer ALPINA will also benefit from Neue Klasse. We believe it extends beyond infotainment to electrification. As previously reported, BMW plans to sell i7 and iX7 models with an ALPINA badge later this decade.

It makes perfect sense for automakers to develop hardware and software that can be deployed across as many vehicles as possible. Achieving economies of scale is critical to a company’s bottom line, rather than maintaining separate technology subsets for each model series or brand.

Of course, there will be adjustments to suit each marque. As a result, don’t expect the pillar-to-pillar projection at the base of the BMW i3’s windshield to be carried over unchanged to everything from a MINI Cooper to a Rolls-Royce Cullinan.

Source: Automobilwoche (subscription required)

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

Much like all the i3s we’ve seen so far, the near-series vehicle featured the M Sport Package. Additionally, it was also wearing the new Le Castellet Blue paint. What you might not have noticed, however, is the glass roof, internally known as the “Skyroof.” Whether that will also be its official commercial name remains unclear, but it will likely be offered as an option. As with the iX3, the standard i3 is expected to come with a conventional metal roof.

Customers who opt for the Skyroof will be in for a treat. The glass panel appears to stretch across nearly the entire roof. That should flood the cabin with natural light. We imagine that will be even more noticeable when the i3 Touring arrives later this decade. Although significantly larger than the sunroof offered on the outgoing 3 Series (G20), this roof no longer opens. It reflects a broader industry trend, with more automakers moving toward fixed panoramic glass roofs.

While we wait for BMW to release full details about the new i3, it’s worth noting that the iX3’s glass section measures about 42 inches (1,067 millimeters) wide and roughly 56 inches (1,422 millimeters) long. In the crossover, the glass features climate comfort glazing and provides 100% UV protection. Additionally, infrared and low-emissivity coatings help reflect sunlight, reducing glare and heat buildup.

The i3 also serves as a preview of the next 3 Series Sedan with combustion engines. The “G50” is set to debut later this year, and it’s reasonable to expect it will also offer a Skyroof option. Prototypes of both 3 Series variants have been spotted looking strikingly similar, despite riding on different platforms. The ICE-powered model will no longer be built in Munich, with production moving to Dingolfing.

BMW will release full details and an online configurator for the i3 in the coming months. Deliveries are scheduled to begin in Europe in the second half of the year, followed by a gradual global rollout in 2027. The already-teased i3 Touring could arrive by late next year or early 2028, and it has been confirmed to be produced in Munich.

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The demand is real, the aesthetic payoff is undeniable, and the market has responded — with dozens of plug-in yellow DRL modules flooding in from every direction. But there’s a significant catch that most coverage of this trend quietly glosses over: in Europe, the vast majority of those static yellow DRL modules are not road-legal. They carry no E-mark certification, and owners running them are failing TÜV and HU (Hauptuntersuchung) inspections in Germany and MOT checks in the UK. Some are being pulled over on the spot.

What Eleron Built to Solve This

Eleron is a European automotive lighting specialist that took a different approach to the yellow DRL problem. Rather than selling a module that swaps out your existing lights, they engineered complete plug-and-play headlight assemblies from the ground up — units that offer the CSL yellow DRL look while remaining fully road-legal for European use.

The key is a switchback DRL system built into the assembly itself. Owners can toggle between white DRLs — fully E-mark (ECE) certified for road use — and the yellow CSL-style look simply by flashing the high-beam stalk. There’s no coding required, no error codes, no OBD adaptors, no trips to the dealer. You plug them in and drive. Eleron handles all the CAN bus communication internally, so the car’s electronics see nothing unusual.

For US-spec cars, DOT/SAE-compliant versions are available as well.

The Lineup

Current fitments span the most popular modern BMW platforms:

• G20 / G21 — 3 Series sedan and touring
• G22 / G23 — 4 Series coupe and convertible
• G80 — M3
• G82 — M4

F32, F80, and F82 fitments are also available, with additional platforms in the pipeline.

Every set ships as a complete pair — left and right assemblies — with the required wiring harness and modules included. Nothing else needs to be sourced or fabricated.

Certification and Quality Control

Every unit carries E-mark certification for European road use, meaning it has passed the homologation requirements for use on public roads in ECE-member countries. According to Eleron, it’s currently one of the few turnkey switchback DRL solution on the European market with proper certification for both operating modes.

Before dispatch, every unit goes through QC testing. The assemblies are backed by a two-year warranty, and Eleron offers free tracked shipping from their EU and US warehouse locations. Multilingual customer support is available for both regions.

Yellow DRLs have become one of the more visible ways BMW owners personalize their cars, and the CSL connection gives it a clear reference point. The practical issue, as outlined above, is that most of the available solutions put owners in a difficult position with inspections and road use — particularly in Germany and the UK. The switchback approach addresses this by keeping both options available from a single certified assembly. White for daily use, yellow when you want the look. The E-mark covers European road use in white mode; the yellow mode is there for those who want it with the understanding of where and how it applies.

For G20, G22, G80, and G82 owners looking at this upgrade, Eleron’s BMW headlight range is worth reviewing alongside the certification details before making a decision.

This is a post produced in partnership with Eleron. All product claims, certifications, and compatibility information are provided by Eleron.

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

The biggest surprise came from the 3 Series. Although it’s mere months away from retirement, G20 sales surged by 99%. Only the 330i xDrive and M340i xDrive sedans are sold in Canada. Of course, we mustn’t omit the two hot G80 variants: the manual M3 and the automatic M3 Competition. Speaking of the “world’s most powerful letter,” BMW Canada has reasons to be proud. Sales of M-branded models jumped by nearly 14% year over year.

Interestingly, Canada holds the top global spot in terms of M share as a percentage of overall sales. The keyword here is “percentage,” since in absolute numbers, other markets performed better through March. Aside from the long-rumored M2 xDrive possibly arriving this year, things should remain relatively quiet on the M side in 2026.

On the electric side, the i4 was BMW’s best-selling model without a combustion engine in Q1 2026. The iX ranked second, and with local iX3 deliveries starting this fall, EV sales should pick up toward the end of the year. The recently revealed i3 sedan won’t reach Canada until the first half of 2027.

As for MINI, shipments fell 3.3% to 830 cars in Q1 2026, but the silver lining is the Countryman, which grew by 11.4%.

In total, BMW and MINI sold 6,696 vehicles in Canada from January through March, down 8.3% compared to the same period last year. Electrified models (plug-in hybrids and EVs) accounted for 9.8% of total sales across the two brands.

On the Motorrad side, motorcycle sales declined by 16.3% to 417 units, with the most popular models being the S 1000 RR, R 1300 RT, R 1300 GSA, R 1300 GS, and the G 310 R.

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