At €81,300, it’s predictably the most expensive M2 money can buy. It commands a €3,000 premium over the equivalent rear-wheel-drive version with an automatic transmission. Pricey as it may be, it’s still a performance bargain compared to the M2 CS. When it debuted last year in Germany, the Competition Sport carried a princely €115,000 sticker price.

While the comparison might not be entirely fair given the special status the CS enjoys, the M2 xDrive is now the quickest M2 ever. It reaches 62 mph (100 km/h) in 3.7 seconds, shaving a tenth of a second off the limited-run CS. Incidentally, the latter has already disappeared from configurators. BMW’s recent CS models have typically had a one-year production run, so we’re not surprised the M2 CS is already gone.

M2 CS xDrive: Will It Happen?

The next logical step would be for BMW to develop an all-wheel-drive M2 CS, but it’s too early to say whether that will happen. The G87 still has around three years left in its lifecycle, leaving plenty of time for BMW to push the formula even further. Additionally, the company has left the door open for a CSL version, although we imagine that would remain strictly rear-wheel drive.

For now, the M2 xDrive is the crème de la crème. Much like its bigger brother, the M4, it retains a tail-happy character thanks to an all-wheel-drive system with a rear-biased setup. Further mirroring the G82 xDrive, it features a dedicated 2WD mode that completely disconnects the front axle.

Any downsides? Aside from the higher asking price, the M2 xDrive is predictably heavier. In German specification, it tips the scales at 1,790 kilograms without a driver, making it 60 kg heavier than its rear-wheel-drive sibling. It also outweighs the M2 CS by 90 kg. Will you notice the extra heft? Probably not.

The upsides are easier to spot. Beyond the performance gains, all-wheel drive turns the M2 into a true year-round car for buyers in colder climates who regularly face slippery conditions where AWD can make a difference.

The M2 xDrive’s European market launch is scheduled for late summer.

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

The Case For The M2 With M xDrive

Start with the obvious one: if you live somewhere that gets real winters — Chicago, Denver, Boston, anywhere that sees more than a dusting of snow — the RWD M2 is a seasonal car. You either put it away from November through March or, unlike many Americans, you put winter tires on it. The M xDrive version simplifies the choices a bit, even though I would argue winter tires should be mandatory.

Now, the car could handle ice and snow with the same rear-wheel-biased character but with the front axle standing by to bail you out when things get away from you. BMW says the system defaults to rear-wheel drive in normal conditions and only pulls in the fronts when the rears lose traction. In practice, that means the xDrive car still drives like an M car most of the time — it just doesn’t strand you when the temperature drops. Again, a proper tire would help a lot with traction, even if it’s RWD, but that’s another story for another day.

Then there are the performance numbers. The xDrive car runs 0-60 in 3.6 seconds (3.3 with one-foot rollout), which is 0.3 seconds quicker than the RWD automatic. On a drag strip that is a meaningful gap. On track, the additional traction off slower corners translates to better exit speed. If raw acceleration and lap times are what you are optimizing for and you are not buying the M2 CS, the xDrive is the faster car. Full stop.

There is also the 2WD mode. Via the M Setup menu, the driver can switch the xDrive car to rear-wheel drive with DSC fully deactivated. That means on a track day, you can run the car exactly as a RWD M2 would run — same rear-only torque delivery, same slide-happy character — and then switch back to AWD for the highway home. The xDrive car technically does everything the RWD car does, plus more.

And then there is Borusan Turkish Blue. BMW Individual’s new special finish is available on the M2 for the first time with the xDrive model. It is a distinctive color and if that color matters to you (and for some buyers it will), the xDrive is the only way to get it on an M2 right now.

The Case For The RWD M2

The RWD M2 weighs around 3,800 lbs. The xDrive car weighs 3,988 lbs. That 185-lb difference is the AWD hardware — transfer case, front driveshafts, control units — and it is not nothing. The RWD car already drew criticism for being heavy when the G87 launched; the xDrive pushes that number closer to 4,000 lbs, which is a strange place for a compact sports car to be. At 8.4 lbs per horsepower, the xDrive M2 is not slow, but the RWD car’s better power-to-weight ratio is a real advantage anywhere that weight matters, which is most places you would actually want to drive an M2 hard.

The more important point is the manual gearbox. The RWD M2 offers a six-speed manual at no extra cost over the automatic. The xDrive car is automatic-only — there is no manual option, and it’s not coming. For a meaningful segment of M2 buyers, that single fact ends the conversation. The manual M2 is the last affordable, compact, three-pedal BMW M car you can buy new.

It’s tough to argue that a well-driven manual M2 in the right conditions — a good road, no traffic, the driver actually engaged — is a more involving experience than the same car with a torque converter doing the work. The automatic is objectively quicker. The manual is subjectively better. Anyone who tells you those two things are not both true at the same time is optimizing for the wrong thing.

The price gap is also real. The RWD M2 starts at $69,375. The xDrive starts at $73,600. That is $4,225 more before you touch an options sheet, and a manual RWD car at base price is the purest version of what the M2 was designed to be.

What They Share

It is worth being clear about what the xDrive car does not change, because some of the concern around AWD M cars is that the system softens the character of the vehicle. Here, it largely does not. Both cars run the same 473 hp (480 hp in European spec) 3.0-liter straight-six with M TwinPower Turbo technology. Both get the same Adaptive M suspension — double-joint spring strut up front, five-link rear, M-specific kinematics throughout. Both use the same M Compound brakes with six-piston fixed calipers at the front and single-piston floaters at the rear. Tire spec is identical: 275/35ZR19 at the front, 285/30ZR20 at the rear.

The xDrive version also introduces BMW M Ignite, a new pre-chamber combustion process borrowed from racing that reduces fuel consumption under high loads. BMW plans to bring this to all M straight-six engines from mid-2026 onward, so it is probably only a matter of time before the RWD M2 gets it too — but for now, it is an xDrive exclusive. But there is a caveat: the U.S. models do not get this new tech. Is one engine variant better than the other? We don’t know yet, but I’m sure we will find out soon enough.

So Which One?

If you drive your M2 year-round in a cold climate, the xDrive is the obvious answer. If 0-60 times and track performance are your primary metrics, the xDrive is also the answer. If you want a color no M2 has ever offered before, same.

If you want the manual, the choice is already made for you: it is the RWD car or nothing. If you are somewhere warm, drive mostly on weekends, care about involving driving experiences over outright performance, and have any interest in the three-pedal setup, the RWD M2 at $69,375 is still the better car for you — lighter, cheaper, more analog, and arguably more honest about what an M2 is supposed to be.

If it was me? I’ll get the M2 xDrive so this becomes my daily driver…

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

The 2027 BMW M2 with M xDrive is exactly what it sounds like. The same 473 hp (480 hp in European spec) 3.0-liter S58-derived straight-six with M TwinPower Turbo technology, the same 8-speed M Steptronic with Drivelogic, the same 19-inch front and 20-inch rear M light-alloy wheels. The difference is where the power goes.

How M xDrive Works In The M2

The system uses an electronically controlled multi-plate clutch in the transfer case to split power between front and rear axles. Critically, BMW kept the rear-wheel bias that M models are defined by. Under normal driving, all power still goes to the rear wheels. The front axle only joins when the rears run out of grip. It is not the permanently engaged AWD you find in an Audi RS3 — it is closer to how Porsche’s rear-biased systems work, defaulting to tail-happy behavior and intervening only when things get away from you.

The transfer case has its own model-specific control unit and integrated wheel slip limitation, which means it can manage differences in rotational speed between the front and rear axles without looping in the central DSC system. That makes the response faster and, in theory, more transparent to the driver.

M xDrive works alongside the Active M Differential, which varies torque split between the rear wheels independently. The two systems adapt together through DSC and M Dynamic Mode. Drivers can configure the behavior through the M Setup menu, and — this is the part enthusiasts will care about — there is a 2WD mode with DSC fully deactivated that sends all torque rearward. Pure rear-wheel drive is still on the table.

Performance Numbers Are Impressive

The M xDrive M2 runs 0-60 mph in 3.6 seconds in US testing (3.3 with one-foot rollout), which is 0.3 seconds quicker than the rear-wheel-drive M2. The 0-200 km/h sprint takes 12.8 seconds, or 12.5 with rollout. The 80-to-120 km/h (50-to-75 mph) pull comes in at 3.7 seconds. Top speed is the same electronically limited 155 mph, or 177 mph with the optional M Driver’s Package.

Curb weight in US spec is 3,988 lbs, which puts it at 8.4 lbs per horsepower. That is heavier than the RWD car, as expected, which weighs around 3,800 lbs.

BMW M Ignite Coming To M Engines

The M2 with M xDrive introduces BMW M Ignite technology — a pre-chamber combustion process developed in-house and patented by BMW. The company says it came directly from racing car development. BMW plans to roll it into every straight-six M engine starting mid-2026. But there is a catch. The U.S. models do not get this technology.

How does it work? The pre-chamber fires first, igniting the main chamber more completely and efficiently than a conventional spark plug can. The practical result is significantly lower fuel consumption under high loads — exactly the conditions a track day generates. BMW’s combined WLTP figure is 10.4-10.3 l/100km, which is relevant mostly because the engineers designed this system for the people actually pressing the car. The driver who runs three 20-minute sessions at a track day can stay out longer on the same tank. The technology also helps the engine meet the EU7 emissions standard.

Other Specs

The engine is the 3.0-liter inline-six (2,993cc), 90mm stroke, 84mm bore, 9.3:1 compression ratio in US spec (10.5:1 for European markets, which run on higher-octane RON 98 fuel and make 480 hp and 443 lb-ft). US output is 473 hp at 6,250 rpm and 443 lb-ft between 2,700-5,620 rpm.

Suspension is Adaptive M with a double-joint spring strut up front and five-link aluminum/steel at the rear, both with M-specific kinematics. Brakes are M Compound units, vented, with six-piston fixed calipers at the front and single-piston floaters at the rear. Steering is electric power with M-specific Servotronic and variable sport ratio.

Dimensions: 180.3 inches long, 74.3 wide, 55.3 tall, on a 108.1-inch wheelbase. Ground clearance is 4.8 inches. The fuel tank holds 13.7 gallons. Tire spec is 275/35ZR19 at the front and 285/30ZR20 at the rear on 9.5J x 19 and 10.5J x 20 forged light alloy wheels, respectively. Track tires are an option.

Colors And Options

Five metallic and three solid exterior colors are available, plus six BMW Individual options. New for the M2 is BMW Individual Borusan Turkish Blue, a special finish previously unavailable on any M2 model.

Price, production, and availability

US base MSRP is $73,600 plus $1,350 destination and handling. Production begins at BMW Group Plant San Luis Potosi in Mexico in August 2026. Market launch follows in late summer 2026.

But most importantly, the rear-wheel-drive M2 is not going away. This is an addition to the lineup, not a replacement. For buyers who spend serious time in winter climates — Chicago, Denver, the entire Northeast — or who simply want to explore how an M car handles with the safety net of AWD before switching to 2WD mode on track, the M xDrive variant solves a real problem the standard M2 never tried to address.

Whether a 3,988-lb M2 with all-wheel drive still feels like an M2 is a question no press release can answer. We will find out when we drive it.

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

The years were not kind to Route 66, however. The development of the US Interstate Highway System (officially the “Dwight D. Eisenhower National System of Interstate and Defense Highways”) in the 1950s-70s slowly bypassed many of the towns along the original highway, and Route 66 was officially decommissioned in 1985. The reduction in traffic had understandably negative effects on the businesses along the way, and today, Route 66 exists as much as a ghost from an earlier era as it does an actual route to get halfway across the country. Yet, as a nostalgic tourist attraction, it still offers much to committed travelers with time on their hands and wanderlust in the heart.

The Dream Behind The Drive

One such pair of travelers are Andre and Michele Player, from Seattle, Washington, and their BMW i8 Roadster. The dream started for Andre as a sort of escapist fantasy from his everyday stressful business life over the course of a 35+ year career in Information Technology. “During long days and dull meetings, I would daydream, ‘I wish I could just get in my car and drive…I don’t care where or for how long. In fact, I don’t [want] a timeline or agenda, I just wanted to drive.'” Over time, that daydream turned into a goal of a retirement gift for himself, and Route 66 seemed the perfect plan. “I’d never driven any of Route 66 before, but it just seemed perfect. The history, the nostalgia, and it’s filled with places we’d never been.” As that day grew closer on the horizon, he had a realization: 2026 was the Centennial of Route 66. Perfect.

Choosing The Right Car For The Road

With a route decided, the next (and perhaps most crucial) question was: What to drive? He knew he wanted the car to be a drop-top to make the experience as engaging as possible (and he admitted he was past the point in life where a motorcycle for such a journey made sense; “just a bit too cautious and fragile at this point for two wheels,” Andre sighed.) As an avowed car guy with multiple interesting vehicles in his garage, he took the question of what to drive seriously.

Andre is no stranger to BMWs. He previously owned a 740i, and his parents drove a 328. His mother even treated herself to a Z3 when the kids were finally out of the house. “It was her ’empty nest’ gift to herself,” said Andre. “I’ve had multiple cars over my lifetime, 23 to be exact. My last daily was a Tesla Model 3, which I purchased sight unseen. So, after 8 years of EV ownership, [another] EV was at the top of my list for my next purchase.” But with no convertible EVs on the market (at least in the US), that requirement proved quite the pickle, and one which omitted the BMW i4 from his search. And then he thought about the BMW i8 Roadster.

What Made The BMW i8 Special

The BMW i8 was one of the coolest cars of its era — a plug-in hybrid sports car that looked like it drove straight off a concept board at the ArtCenter College of Design. In fact, that’s not far from the truth. The i8, along with the i3, was designed by Benoit Jacob, who at the time served as BMW’s head of electric vehicle design. The concept car that previewed it — the BMW Vision EfficientDynamics, shown back in 2009 — was a huge hit and the production i8 stayed remarkably faithful to that original vision.

Produced from 2014 to 2020, the i8 paired a turbocharged 1.5-liter three-cylinder engine with an electric motor, combining for around 369 horsepower. It could sprint from 0-60 mph in about 4.2 seconds and top out at 155 mph. The electric-only range was modest (roughly 18 miles) but that wasn’t really the point.

The point was the look. With its scissor doors, swooping roofline, and laser headlights, the i8 turned heads like few cars under $150K could, feeling genuinely futuristic at a time when hybrids still meant “boring and sensible.”

The i8 was also a genuine engineering laboratory. BMW used it to pioneer their “LifeDrive” architecture, with a carbon fiber reinforced plastic (CFRP) passenger cell sitting atop an aluminum chassis. This kept curb weight surprisingly low for a hybrid — around 3,300 lbs — and fed directly into lessons BMW applied across future models.

In 2018, BMW added the i8 Roadster, swapping the fixed roof for a soft-top and gaining open-air drama in return.

Finding The Perfect Example

As an extended road trip car, the i8’s unique mix of design, performance, and efficiency had all the makings of a great travel companion, and Andre found the perfect car at Park Place LTD, in Bellevue, WA, not far from his house. The car was a 2019 i8 Roadster with only 12k miles, in Sophisto Grey and the Terra World interior. But there was one twist: Andre’s wife, Michele, was planning on accompanying him on his journey, which called out one limitation of the i8: Not much storage space. But as with many emotional purchases, any doubts about practicality melted away when Andre set sights on the car. “After seeing the i8 Roadster in person, my first thought was, ‘Damn the lack of storage; full speed ahead!'”

Hitting The Road

So with one full sized wheeled carry-on for Michele, a large duffle for Andre, backpacks for both of them, and a small soft-sided cooler with ice packs, rain jackets, thermal vests, the charging cables (along with car cleaning products and an emergency roll of toilet paper), Andre set off down the coast from Seattle to Santa Monica, CA, where Michele, who had flown ahead, would join him. “I took the fast way down from Seattle to Oregon, staying off I5, but then pretty well meandered the rest of the way south down to Los Angeles.” It was 1100 miles from his driveway to the real starting line of their journey. “We didn’t even really know how long we’d be gone, never having crammed ourselves into so tight a car for such a long drive before. Could have been 3 days, could have been 3 weeks.”

Just before they started out, the war with Iran began, wreaking havoc on gas prices. Was it the best time to start a road trip? Of course it was! (Ed: There is no bad time to start a road trip.) The plug-in hybrid system and tiny tank attached to the i8’s three-cylinder motor eased the pain at the pump, even as prices topping $7/gallon for premium in certain areas. And the car did indeed prove to be parsimonious, averaging 35-38mpg over the course of their trip. Of note: They only plugging the car in once, at the Wig Wam Motel just outside of San Bernadino, CA.

Navigating The Mother Road

Planning a drive on Route 66 isn’t as easy as a traveler might think, since much of the road has been decommissioned, and GPS systems aren’t necessarily tuned to recognize it easily. But by using the highly recommended Route 66 Navigation app on his iPhone and Apple Maps as well, the pair were able to stick to the original road about 70% of the time. “We could have stretched that to 75%, but there were a few times when blasting down Interstate-40 just made the best sense. We only got stuck on bad pavement and had to backtrack a couple of times, which was less than I thought we would.”

Sights Along The Way

As hoped, the sights and sounds along Route 66 proved unforgettable. In Oatman, Arizona, Andre and Michele crept the i8 through town being mindful of the wild burros that wander the streets. Descended from the pack animals that once hauled ore for gold miners along this stretch of road, they were turned loose when the mines closed and learned to survive in the harsh Black Mountains desert. Each morning some of these small, sure-footed donkeys amble down from the hills to nudge tourists for specially sold hay or pellet “burro chow,” then drift back to the desert at dusk, a living reminder of Oatman’s mining past and its stubborn, dusty charm.

And any journey on the western half of Route 66 isn’t complete without visiting Seligman, Arizona, the real-life inspiration for Radiator Springs in the Disney/Pixar movie, Cars.

The pair did divert from their route a few times to take in the astounding scenery in this part of the American West, including a short train ride from Williams, Arizona, to visit the Grand Canyon, and also to spend some memorable time in ever-delightful Santa Fe, New Mexico, not far from Albuquerque. But Route 66 was their real draw, and they made Tucumcari, New Mexico, their ultimate turn-around spot. After a night at the celebrated Blue Swallow Motel (famous for their “100% Refrigerated Air”), they turned around and pointed the i8 westward.

A Rare Car On A Legendary Road

BMW produced a total of 20,465 i8’s over the cars eight-year run, with 3,884 being the Roadster variant, so seeing one, even in a large urban area, is unusual. Out on Route 66, the car could almost be mistaken for a leftover prop from “Cowboys & Aliens.” “People along the route were lovely,” said Andre. “There was a ton of curiosity about the car, with lots of ‘what is that?’ and ‘is that a Ferrari or Lamborghini?’ When I’d tell people it was a BMW, they were usually really surprised and would say things like, ‘I never knew they made one that looked like that!’ But then, we’d also run into people that knew every single thing about the car and couldn’t ask enough about my experience with it. It was great to have a chat about such a unique car I absolutely adore and am fortunate enough to own.”

The Verdict After 4,500 Miles

Andre and Michele’s overall review of the i8 Roadster as a road-trip car was overwhelmingly positive. “The i8 performed beautifully and flawlessly. While being a 2-seater, filled to the brim, it felt as roomy as any luxury sedan I have owned, and rode as well as one. The only caveat being that on extremely bumpy roads, we could feel it, but even then, it’s clear the car is dampened better than most cars of the same profile. We genuinely looked forward to jumping in the car every morning to head off to our awaiting adventure.”

Even their initial concerns about not having enough space proved unfounded. “At the outset, we were really nervous about having enough space in the car, and even tried to not buy many souvenirs, but since the Roaster has no rear seat, there was a surprising amount of room back there. In fact, we could have brought (or bought) more stuff.”

At the end, after 3 weeks on the road, 5 states, and 4500 miles round-trip from Seattle to Tucumcari before turning around, the pair made it within 65 miles of the midpoint of Route 66, going west to east. Would they do it again? “Are you kidding? Given how much fun we had, it shan’t be long. We’re already looking at new routes around our home in Washington for our next trip in the i8. The Monday after we got home, I was ready to be back in the car. Can’t wait to go!”

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

According to retailers cited by Automotive News, BMW has gone even further in differentiating the X7 from the X5. The full-size luxury SUV is reportedly set to adopt a more “wagon-like” profile. It’s said to have boxier proportions that set it apart from more curvaceous rivals. Our spy photos of an M Performance version with a quad exhaust system do show a prototype with an angular appearance and an almost flat roofline.

However, we wouldn’t necessarily count on the future X7 resembling an XXL-sized, high-riding Touring. To us, the prototype has a profile similar to the X7 G07. In the meantime, all we can say is this body shape typically benefits interior space. The X7 G67 test vehicle certainly suggests generous headroom, even for third-row passengers. Elsewhere, it’s evident that the split-headlight design is here to stay. Our thinking is it may switch to a vertical layout for the main lights to echo the 7 Series facelift.

The New BMW X7 Will Have “Hidden” Door Handles

The door handles are hiding in plain sight, neatly integrated into the beltline. Those winglets should already look familiar by now. We’ve seen them on the ultra-exclusive Skytop and Speedtop, while the X5 G65 will follow suit later this summer as the first series-production model to adopt the new setup. BMW may have to rethink this discreet design for China, where the long-wheelbase i3 and iX3 received a last-minute switch to conventional door handles to comply with a new safety regulation.

According to the same report, dealers also learned that the ALPINA version, presumably codenamed G69, will feature a significantly more upscale interior than the standard BMW model. The luxury-focused derivative is also said to receive redesigned front and rear fascias to further distinguish it from the regular X7. Given the greater emphasis on comfort, we wouldn’t be surprised if the ALPINA-badged variant is offered exclusively with two-row seating.

Another Large SUV May Be Coming

This isn’t the first time BMW has given North American retailers early access to the new X7. A few months ago, one dealer representative described it as “absolutely gorgeous.” The G67 will be the company’s largest SUV at launch, but some dealers are already pushing for an even bigger X model. However, BMW has yet to commit to a Cadillac Escalade rival that would presumably wear the X9 badge.

There have also been reports of a “Rugged” project for a new SUV, although it may not necessarily be larger. The rumored G74 is allegedly due in 2029 and is expected to offer greater off-road capability than any previous X model. It’s not believed to use a body-on-frame architecture, so it wouldn’t be a true rival to the Land Rover Defender or Mercedes-Benz G-Class. Since BMW has yet to officially announce the vehicle, the X7 remains the brand’s flagship SUV for the time being.

Source: Automotive News (subscription required)

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

We’ve actually seen this car before. Back in April, a BMW dealer in Czechia organized a special event that brought together a multitude of M cars. Initially, the track-focused sports coupe was displayed in a livery dominated by the three M colors. Now, it features technical drawings inspired by two of the company’s most prestigious race cars.

Upon a closer inspection, there’s more to this M2 than the special wrap and Track Kit. It also features additional upgrades from the M Performance Parts catalog, including a carbon-fiber engine cover. Michelin contributed by supplying Pilot Sport 4 S tires. Inside, there’s a fire extinguisher mounted beneath the passenger seat. Elsewhere, the central armrest is trimmed in Alcantara with M-colored stitching and M Performance branding.

The Track Kit Is Road-Legal Under Certain Conditions

Excluding the special wrap, the BMW M2 can be ordered exactly as shown. Keep in mind that the Track Kit’s adjustable carbon-fiber front splitter cannot be deployed on public roads. Owners can also adjust the position of the swan-neck rear wing, which comes directly from the M4 GT4 and M4 GT3 race cars. Like the front splitter in its deployed position, the rear wing features a track-only Race Mode setting that moves it 50 millimeters farther rearward.

BMW refined all of the new body components in the wind tunnel, and an M2 equipped with the Track Kit can be lowered by 20 millimeters at both axles. The company claims it has developed the “first [road-legal] special motorsport damper system,” featuring four-way adjustable rebound and compression damping, as well as adjustable support bearings.

We mentioned earlier that there are four cars, so you’re probably wondering where the other three are located. One M2 with the M Performance Track Kit is in Germany, another is in the UK, and the fourth and final example is in the US. At home in Germany, BMW charges €23,500 before taxes and installation costs. The kit goes on sale next month and can also be retrofitted to existing cars.

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

The M240i, M340i, M440i, and i4 M60 are not Sport Package variants with a badge upgrade. They are BMW M Performance Automobiles, positioned within BMW M’s broader lineup, with M Performance powertrain calibrations, M Sport differential hardware where fitted, M Sport brakes, and chassis tuning that goes beyond a regular Sport or M Sport appearance package. The M3 is a pure M car. The M240i is not a cosmetically upgraded 228i. The difference between M Performance, M Sport, and plain Sport trim is real, and most buyers walking into a dealership have no idea where the line is.

This list draws it. Five M Performance Automobiles you can actually buy in 2026 — one of them only if you’re not in North America — ranked, priced, and given straight verdicts.

1. 2026 BMW M240i Coupe (G42)

M Performance Automobile · From $53,600 RWD / $55,600 xDrive · 382 hp · 0–60 in 4.5 sec RWD / 4.1 sec xDrive

The G42 M240i is the most fun-per-dollar BMW currently sells, and it isn’t close. The B58 inline-six sits in the smallest, lightest two-door body BMW offers short of an M2. The rear-wheel-drive version at $53,600 is the one to buy. It will oversteer when you ask it to. The xDrive variant is quicker and grippier, but noticeably less alive.

The M240i is not just a 230i with bigger wheels and an M badge. It sits in BMW’s M Performance tier for a reason: Adaptive M suspension, an M Sport differential, upgraded M Sport brakes, and the B58 straight-six give it real performance hardware, even if it stops short of the full M2 treatment.

The M2 it vaguely evokes had sharper steering — nobody disputes that — but the G87 M2 costs $15,400 more than the rear-wheel-drive M240i, or $13,400 more than the xDrive car. The M240i does many of the same everyday party tricks for a lot less money, in a body that’s a bit more understated.

Verdict: Buy the rear-wheel-drive version. Six cylinders, real M Performance hardware, $53,600.

2. 2026 BMW M340i Sedan (G20)

M Performance Automobile · From $62,300 RWD / $64,300 xDrive · 386 hp · 0–60 in 4.1 sec xDrive

The M340i gets a 48-volt mild-hybrid system on its B58, with combined output now rated at 386 horsepower. The pull starts around 1,800 rpm and doesn’t let go. The xDrive version does 60 in 4.1 seconds. Five years ago that was M3 territory.

The M340i comes standard with serious M Performance hardware, including the M Sport Differential and M Sport Brakes, while the chassis is M-tuned and can be equipped with Adaptive M suspension depending on configuration and market. Four doors, a real trunk, enough daily civility that your passengers don’t notice you’re hustling it. It’s the car you buy when you have a family but haven’t fully made your peace with that fact.

The G20 has been in production since late 2018. BMW’s next 3 Series era is approaching, with Neue Klasse EVs arriving alongside the next generation of combustion 3 Series models. The current car still drives better than most of what it competes against, but knowing the next generation is coming is worth factoring into a buying decision. The 50 Jahre Edition this year — with heritage-inspired paint finishes, an M Performance exhaust, and a $75,200 price tag — is BMW’s own acknowledgment that the clock is running on this body.

Verdict: The sleeper on this list. Faster than it looks, more capable than the price suggests, and quiet enough about it that nobody at the stoplight knows. Buy RWD if you’re in a dry state. The next 3 Series generation is coming — decide how much that matters to you.

3. 2026 BMW M440i Coupe (G22)

M Performance Automobile · From $66,300 RWD / $69,100 xDrive · 386 hp · 0–60 in ~4.4 sec

The M440i Coupe is what happens when you take the M340i’s M Performance formula and put it in a body people actually stop to look at. Same B58 with 48-volt mild-hybrid assist, same M Performance chassis tuning, same broad character — just two doors, a lower roofline, and a kidney grille that BMW described as “bold” and which has since become familiar enough that the argument has mostly moved on.

At $66,300, it’s $4,000 more than the M340i for two fewer doors and a slightly tighter rear. Whether that trade makes sense depends entirely on your life. No children in the back seat on a regular basis? The Coupe’s proportions are better, the body is stiffer, and driving it feels marginally more purposeful than the sedan. Audi’s compact luxury lineup has been reshuffled, while the Mercedes CLE is now the more direct traditional rival. It is more refined and less engaging — which is exactly the right comparison to make if you’re choosing between them.

The Gran Coupe version ($65,100 base) splits the difference: four doors, hatchback practicality, the same M Performance drivetrain, and the sloping roofline that compresses the rear headroom enough to matter on a long trip. For most buyers, the Gran Coupe is the rational pick. The two-door Coupe is the one you buy because you want the coupe.

Verdict: Buy the two-door if your life permits it. The Gran Coupe if it doesn’t. Either way you’re getting the same B58-based M Performance package — the body choice is personal, not technical.

4. 2026 BMW i4 M60 Gran Coupe

M Performance Automobile · From $70,700 ($71,875 with destination) · Up to 593 hp · 0–60 in 3.6 sec

The i4 M60 replaces the previous i4 M50 as the top i4 variant, with a substantial power bump and a new badge for 2026. It now delivers up to 593 horsepower in Sport mode, via dual M eDrive motors with rear-biased xDrive. It does 60 in 3.6 seconds, which puts it deep into M-car territory, even if the M3 Competition xDrive remains the sharper and quicker car in serious performance use.

But the i4 M60 weighs roughly 5,000 pounds. It is heavy in a way that the B58-powered cars on this list are not, and the weight is present in direction changes, braking zones and overall driving dynamic.

Instead, what the M60 does offer is genuine M Performance Automobile status in an electric body: M-specific suspension tuning, M Sport brakes with blue calipers, rear-biased AWD calibration, and a character the rest of the EV segment mostly doesn’t attempt. The IconicSounds Electric system is optional and best left that way. The 278 miles of range on 19-inch wheels is competitive but not class-leading — and the coming Neue Klasse EVs are expected to push BMW’s electric range figures well beyond today’s i4.

Verdict: The EV on this list for people who want M Performance DNA in an electric car and aren’t willing to wait for Neue Klasse. Fast in a straight line, heavy in corners.

5. 2026 BMW M340d xDrive Sedan / Touring (G20/G21) — Europe and UK Only

M Performance Automobile · Europe/UK market only · 340 hp · 700 Nm / 516 lb-ft · 0–62 in 4.6 sec (sedan) / 4.8 sec (Touring) · 6.6–6.1 L/100 km WLTP combined

North American readers: the M340d doesn’t exist in your market. BMW hasn’t sold a diesel 3 Series in the US since 2018 and it isn’t starting now. This entry is for everyone else.

The M340d runs the same B57 3.0-liter straight-six diesel that powers the 340d family, but in M Performance state of tune: 340 horsepower, and 700 Nm / 516 lb-ft of torque available from 1,750 rpm. That torque number is what makes the car. The 48-volt mild-hybrid system adds electric fill-in and helps smooth out whatever turbo lag the twin-stage turbos don’t already handle. The result is 0–62 in 4.6 seconds in the sedan, 4.8 in the Touring — and unlike the M340i’s pull, which feels energetic, the M340d’s pull feels inexorable. It doesn’t rev to drama. It just goes.

Like the other M Performance Automobiles on this list, the M340d brings serious hardware: xDrive, M Sport braking, M Sport differential tuning, and M-specific chassis calibration, though exact standard equipment varies by market. There is no rear-wheel-drive option; BMW pairs the M340d exclusively with xDrive. The calibration is rear-biased enough in normal driving that you rarely think about it.

The Touring is the one to buy. It is difficult to make a case against it. Around 6.6–6.1 L/100 km WLTP combined, a proper estate boot, five seats, M Performance chassis — and an engine note that sounds nothing like an old-school diesel at pace. Top Gear once called the M340d Touring “secretly the best car BMW makes,” and the G20 LCI version hasn’t done much to undermine that argument.

Verdict: The M340d Touring is the most useful car on this list by a significant margin. 340 hp, 700 Nm / 516 lb-ft, enough boot space for a family holiday, and the kind of long-distance efficiency gasoline M Performance cars cannot match. If you’re in Europe and you commute long distances, there is no rational argument against it.

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The May 27 event at Music City Center included a MINI presentation built around special editions and trim packages: the Paul Smith collaboration we saw last year in Tokyo, rally-inspired variants, and a Countryman Untamed Edition. MINI also told dealers it is reintroducing dual exhaust tips and adding fresh colors to the lineup.

The moves are part of what MINI described as an effort to recapture its original character as a quirky, customization-driven brand. “MINI is trying to get back to how it was launched in the U.S.,” one dealer said. “It’s an iconic, sporty, fun, unique brand.”

Recapturing The Charm of Minis

MINI relaunched in the American market in 2002 on the strength of that character — small cars with enough personalization options that no two on the road looked quite the same. The brand expanded significantly in the years that followed, adding nameplates and growing in size, a trajectory that diluted some of what had made it distinct.

The dealer said he welcomed the return to niche limited editions but added that he would have liked to see new nameplates announced alongside them. MINI canceled planned EVs for the U.S. market in the last few years due to tariff pressures, leaving a gap the special editions do not fill. “New leadership will get MINI back on track,” the dealer told Automotive News, “but it will take time.”

Earlier this year, the BMW Group in the United States has announced the appointment of Sean Green as Vice President of MINI Region Americas, effective May 1, 2026. Green arrives in the Americas following a distinguished tenure as head of BMW Group China, where he oversaw all facets of the brand’s operations in Beijing — and where we at BMWBLOG had the opportunity to meet him firsthand.

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What’s less clear is whether the production extension applies globally or only to American-market cars. It’s possible BMW is managing the G80’s wind-down differently by region, though that hasn’t been confirmed. For U.S. buyers, the current picture is simple enough: the 2027 model year is the last one you’ll be able to buy.

A Year Gap Between Generations

The more significant number in all of this isn’t the end date — it’s what comes after it. The G84 M3, the next generation, isn’t expected to arrive until 2028. That means there’s realistically a year or more where there is no new M3 in showrooms, unless there is excess inventory.

BMW is dealing with a production transition that goes beyond just swapping one M3 for another. The Munich plant where the current 3 Series and M3 are built is preparing for Neue Klasse production, specifically the NCAR platform that will underpin the next wave of BMW EVs. Alongside that, the G50 3 Series — the successor to the G20 — is due to replace the current car in November of this year. Whether that timeline leaves any room for continued G80 M3 production into 2026 and beyond at Munich is a legitimate open question. Building a current-gen M car alongside a new platform transition and a successor model is not a scheduling problem that resolves itself easily.

The Manual Question

Here’s the part that should give six-speed manual buyers particular urgency. The G80 M3 is one of the last performance sedans from any German brand that you can still buy with a proper manual gearbox. BMW M has offered it throughout the current generation’s life, and it has found real buyers — not in huge numbers globally, but around 50 percent in the U.S. for certain models.

The G84 M3 is unlikely to offer a manual. BMW M has not confirmed a stick-shift option for the next generation, and the direction of the division — toward electrification, hybrid systems, and the faster lap times that come from automatic gearboxes — makes a manual offering for the G84 about as probable as BMW bringing back a naturally aspirated inline-six. Possible, technically, but not the way to bet.

That makes the remaining production run of the G80 M3 the last realistic opportunity to buy a six-speed manual BMW M3, at least for the foreseeable future. The E46 M3 had one. The E90/E92 generation had one. The F80 had one. The G80 has one. After this, the line likely ends. Unless BMW M has a huge change of heart…

Get One While You Can

If you want a manual G80 M3 with a 2027 model year, you’re not out of time — but you’re not far from it either. The production extension to late summer 2027 is helpful, but allocations could still be finite and dealers in high-demand markets will fill them without much trouble.

The year-long gap before the G84 arrives also means the used market for late-production G80 M3s — especially manual cars — is likely to look different than it does today. Cars that are the last of a generation tend to hold value; cars that are the last to offer a specific drivetrain configuration tend to hold it even more stubbornly. Whether that’s a reason to buy now or a reason to buy later and wait for depreciation that may not come is, as ever, a personal calculation. But the clock is running.

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But that last detail is important, because it lines up neatly with another long-running rumor: the arrival of the first-ever BMW M2 xDrive. According to longtime Bimmerpost insider ynguldyn, the all-wheel-drive M2 is expected to launch in “late summer 2026.” If that timing holds, the xDrive M2 should arrive right as the G87 M2 adopts BMW M’s updated S58 engine technology. BMW M Ignite centers on a pre-chamber ignition system built into the cylinder head. Each cylinder effectively gains a second ignition source: a small pre-chamber with its own spark plug and ignition coil. Under higher loads, that pre-chamber ignites part of the air-fuel mixture first, sending fast-moving flame jets into the main combustion chamber. The result is quicker, more complete combustion, especially when the engine is working hardest.

BMW says the biggest benefit is a significant reduction in fuel consumption under high load, particularly during track driving. The updated S58 also gets a higher compression ratio, optimized exhaust ports, revised camshafts and pistons, and new turbochargers with variable turbine geometry. BMW also says the sound of the M2, M3, and M4 should remain intact. That’s a positive or a negative depending on who you ask, but there’s good news: BMW M claims the S58’s “sound becomes even more throaty at higher revs.” A welcome improvement, to be sure.

M2 xDrive: Closer Than Ever

The M2 xDrive itself remains — technically — unofficial for now. The car was (kind of) accidentally confirmed earlier in the year, when it briefly appeared on BMW USA’s website. BMW hasn’t flat-out rejected the car’s premise, either. That is is just as telling when you consider the brand has no qualms about saying no to ideas, like the BMW pickup truck.

The current rear-wheel-drive G87 M2 is already a serious performance car. Adding BMW M’s rear-biased xDrive system would give it harder launches, broader all-weather usability, and a more direct link to the M3 and M4 Competition xDrive. Assuming the reported late-summer launch proves accurate, the next big M2 story may be about both traction and combustion tech. It also may be right around the corner.

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Chris Harris Walks Around the McLaren F1 GTR Longtail

After a quick, but glorious, introduction to the video showcasing some well-timed shifts that have the F1 GTR Longtail literally shooting flames, Harris takes us through a quick cockpit dive. The Longtail designation doesn’t do a whole lot differently in the cabin. However, we do get a quick rundown of how the race-ready GTR versions differ from the road car. It’s worth noting that Harris is one of likely very, very, few people who now have seat time in both. Toggle switches, carbon fiber, and a more exotic Alcantara-wrapped steering wheel — complete with “GTR” written in delightfully 90s font — make the GTR version a decidedly more focused machine. Exposed linkages dot the cabin, reminding you that this is a truly analog machine. Or, as Harris puts it “sexy.” Well, he puts it a little bit more colorfully, but this is a family establishment.

Harris dives into a little bit of history on this car, chassis #028R. It’s the last F1 GTR made by McLaren, and saw competition from the mid-1997 season; Nürburgring was its first challenge. It saw a total of eight FIA GT World Championship rounds. The legendary S70/2 engine — developed by, of course, BMW Motorsport — makes around 600 horsepower. Harris doesn’t mention it, but Longtail examples feature a slightly smaller 6.0 liters of displacement; this change improved throttle response and allegedly improved reliability for endurance racing. Harris continues to walk around the chassis and point out the various racing enhancements like louvres and, of course, the massive rear wing. Settling on the engine bay for a second, he points out the “6.1-liter engine” (which is actually a 6.0-liter) and admires the V12’s majesty.

Driving McLaren F1 GTR #028R

As Harris takes to the lap, we’re treated to an aural experience quite unlike anything else on the planet. As the S70/2 roars to life and Harris begins some warm-up laps, the combination of V12 yowl and gear whine is simply nothing short of car guy ASMR. Chris gives us a pretty good idea of what it’s like to drive, too. High-effort steering, clicky and satisfying inputs, and the relatable “am I really doing this?” exclamation make us feel like we’re right there with him. Start your Monday the right way and enjoy some F1 GTR Longtail content, complements of one of the best to ever do it.

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The Allocation Picture Is Interesting

Demand for this car has outrun supply by a distance, and the way units are being distributed is making the wait lists longer. BMW M Certified dealers are reportedly receiving two units each. BMW USA currently lists 18 BMW M Motorsport Centers across the country, though whether that designation is identical to M Certified for sales purposes is not confirmed. Beyond those stores, there are roughly 370 BMW dealers in America. The working rumor is that non-M Certified stores get one unit apiece, with a second available only if another dealer passes on an allocation.

We’re hearing that there might be around 800 to 900 units for the entire U.S. market. At most dealers, there is already a list before the cars arrive. We know this firsthand. Someone close to our team has been trying to buy one, and we called around to several dealers. Most had nothing to offer or a list with no space on it. Our contacts at Hendrick BMW are the ones who ultimately came through with an allocation.

The ADM Situation Is Frustrating and Also Not Surprising

Some dealers are charging above sticker, anywhere from a few thousand dollars to $25,000 over MSRP. That stings, and nobody is pretending otherwise. But Porsche has operated this way on GT cars for years. Ferrari allocates to preferred customers and marks up on the secondary market. When a genuinely limited car meets real demand, the price adjusts. The M3 CS Handschalter is not the first BMW to attract a market adjustment, and if BMW M keeps building cars people actually want, it will not be the last. If you find one at sticker, stop reading this and go sign the paperwork.

Why Americans Want a Manual M3 More Than Anyone Expected

For decades the running joke was that Americans could not drive a stick. Europe kept the manual alive out of habit and fuel costs while the U.S. went automatic and never came back. That story has inverted, at least inside the M division. The G87 M2 sells close to half its U.S. volume with a manual gearbox. Most manual-transmission M cars worldwide are sold in America, not Germany, not the UK.

So when BMW builds a rear-wheel-drive G80 M3 with the S58, CS tuning, CS hardware, a six-speed manual, and then paints it in Imola Red or Techno Violet, the American M buyer does not need a sales pitch. That is the exact car people have been asking for out loud, on forums, at events, in comments sections, for years. And now BMW has given us one more future classic.

What This Should Mean for the Cars That Come Next

We are also hearing, through some sources, that this is not the last manual variant in the current generation of M cars. I am not going to run ahead of that. The larger question is what happens when BMW M moves to the next round of cars. The replacements for the G87 M2 and G80 M3 are still at least 2 years away, so there is time for the wizards in Garching to rethink the gearbox strategy. Honestly, it would be a shame not to.

The Handschalter’s wait lists and ADMs are real data and feedback. BMW M now has a car that sold out before it arrived, drew premiums at dealers, and generated more social media activity than any M car in recent memory. If that does not make the case for keeping the three-pedal option alive into the next generation, it is hard to know what would.

My complaint about the power output stands. A CS with the same output as the base car still feels like a missed opportunity, and I am not backing off that. But the market answered the question I thought was open, and it answered it clearly. The six-speed was enough.

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What You’re Actually Choosing Between

The N52 is a 3.0-liter naturally aspirated inline-six that makes 230 horsepower and 200 lb-ft of torque in the U.S.-market 328i. It has Valvetronic variable valve lift, double VANOS, and a lightweight magnesium-aluminum block, but no turbocharger, no high-pressure direct-injection fuel system, and no intercooler plumbing to worry about. It is not the most powerful version of the N52 family, but it is one of the simpler and more forgiving BMW six-cylinders of the modern era.

The N54 launched in the 335i Coupe for the 2007 model year and was BMW’s big return to turbocharged gasoline performance. In the 335i, it is a 3.0-liter twin-turbocharged inline-six rated at 300 horsepower and 300 lb-ft of torque. It is the engine that helped launch BMW’s modern forced-induction era, and it has a reputation in both directions: tuners love it, but neglected examples can get expensive quickly.

Tuning Ceiling

This is not a close competition. The N54 is one of the most tunable engines BMW has ever put in a road car. A basic 91-octane Stage 1 flash can move a healthy N54 into the mid-300-hp range at the crank with no major hardware changes. Add upgraded turbo inlets, an aluminum charge pipe, and downpipes and you’re into 400-plus territory. A true single-turbo build on the N54 can push past 600 whp on the stock block. The engine has been developed so thoroughly by the aftermarket that there is a roadmap for almost every power level and budget.

The N52 tunes like most naturally aspirated engines tune: modestly. With a three-stage intake manifold conversion, headers, and a proper tune, a U.S. 328i N52 can get closer to 250 to 260 horsepower, but the gains are incremental rather than transformative. There is no dramatic jump waiting for you.

If you want to tune, buy the 335i. Full stop.

Maintenance Costs Per Mile

This is where the 328i earns its keep over the long run. The N52 follows a predictable maintenance script. The cooling system is the main event: the electric water pump and thermostat are plastic and they will fail, usually somewhere between 80,000 and 120,000 miles. Budget roughly $900 to $1,400 at an independent shop, less if you DIY. The oil filter housing gasket leaks on higher-mileage cars. The valve cover gasket and PCV system need attention eventually. VANOS solenoids can gum up if oil changes are skipped — cleaning or replacing them is not a major expense. An N52 with documented oil changes and a cooling system refresh is a car you can drive to 200,000 miles without much drama.

The N54 requires a more active approach to ownership. Its high-pressure fuel pump is a well-documented weak point — BMW extended HPFP coverage on many N54 cars to 10 years/120,000 miles, but most examples are now outside that window. If it has not been replaced, budget closer to $800 to $1,200 installed. In fact, I had to replace the HPFP in my own 1M at just around 25,000 miles.

Wastegate rattle is very common as mileage climbs, especially on early cars, though severity varies. The charge pipe has a factory plastic fitting that cracks; an aluminum replacement is around $100 and you should do it before it fails. And I can attest to this: it also broke in my 1M at 33,000, but I chose to go again with the OEM part so we will see how it goes.

The boost solenoid vacuum line deteriorates and causes boost control issues. Fuel injectors are another pain point: failed or leaking piezo injectors can cause rough running, misfires, and over-fueling, and replacements must be coded to the car. The water pump and thermostat are the same story as the N52, except on an engine making 300 horsepower under boost. Add carbon buildup on the intake valves — a consequence of direct injection with no port wash — that requires periodic walnut blasting. Add oil leaks from the valve cover, oil filter housing, and oil pan. On tuned cars or cars that see hard use, coils and plugs wear faster than you’d expect.

None of these are individually catastrophic. Together, they add up. The community norm for buying a new-to-you N54 is to budget $1,500 to $2,500 upfront to address known deferred items before you trust the car. That is not a sign the engine is bad. It is a sign the engine rewards owners who treat it as a performance machine rather than an appliance.

Forgiving Of Deferred Maintenance: N52 By A Wide Margin

If you’re buying used with incomplete service records and no idea how the previous owner treated it, the N52 gives you more margin for error. Its failure modes are slower and more forgiving. A leaking oil pan gasket will smell bad and leave spots on your driveway before it becomes an engine problem. Dirty VANOS solenoids will rattle and run roughly before they strand you.

The N54 has components that fail on schedules of their own. Some of those failures can strand you; others compound into more expensive repairs if ignored. Rod bearings are worth mentioning, but they are not the N54’s defining failure the way they are for the S54 or S65. On a stock, well-maintained N54, rod bearings are not usually the first thing to worry about. The concern rises with low oil level, extended oil intervals, fuel dilution from leaking injectors, poor tuning, or sustained high-power use. If you catch bearing wear early, repair is expensive but survivable. If a bearing spins, the conversation quickly becomes engine replacement.

For most buyers evaluating an N54 with unknown history, the HPFP, injectors, turbos, and cooling system are the practical concerns — not rod bearings specifically. But the overall picture is the same: the N54 punishes neglect faster and more expensively than the N52.

Common Failures

N52: electric water pump and thermostat, oil filter housing gasket, valve cover gasket and PCV, oil pan gasket, VANOS solenoids, occasional eccentric shaft sensor or Valvetronic-related issues.

N54: high-pressure fuel pump, piezo injector failure and leakage, turbo wastegate rattle, charge pipe fitting, boost solenoid vacuum line, electric water pump and thermostat, intake valve carbon buildup, valve cover and oil filter housing and oil pan leaks, coils and plugs on tuned examples, bearing issues on neglected or heavily tuned cars.

The N52 list is shorter. The N54 list is thorough enough that serious buyers print it out before their pre-purchase inspection.

What’s The Verdict?

Buy the 328i if you want a car that will quietly go about its business, you’re not interested in tuning, or you’re buying with incomplete service history and need to hedge against what the previous owner did or didn’t do. The N52 is not exciting. It doesn’t pretend to be. But it is honest, and it will reward you for treating it normally.

Buy the 335i if you have budget for initial catch-up maintenance, you want the tuning ceiling, or you simply want 300 horsepower and are willing to learn the engine’s personality. A healthy, sorted N54 is a genuinely impressive machine. The gap between a neglected N54 and a maintained one is larger than with almost any other BMW engine from that era, which means service records matter more than the asking price.

The $1,700 difference between the two cars you’re looking at is not enough to make the 335i the obvious choice. What makes it the right or wrong choice is whether you’re prepared to spend another $1,500 to $2,000 on known deferred items before you trust it. If you are, buy it. If you’re not, the 328i will give you years of unremarkable, reliable transportation — which is sometimes exactly what a used BMW needs to be.

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BMW maintains a comfortable lead over its main rivals. Audi ranks second after growing by 7.2% to 230,595 vehicles, while Mercedes rounds out the podium with 222,744 units, up 3.4% compared with the first four months of 2025. Lexus poses little threat to the German luxury establishment, as Toyota’s premium brand fell 10.8% to just 23,885 cars.

Although BMW consolidated its first-place position and posted a modest increase in registrations, its market share slipped from 5.9% to 5.7%. That’s because several other brands grew at a much faster rate, reaching double-digit gains in some cases. Fiat, for example, recorded a massive 29.2% increase to 131,863 units, while Skoda rose 14.6% to 300,163 vehicles.

The BMW Group’s MINI brand also enjoyed a strong start to the year. Through April, registrations climbed 12.8% to 60,077 vehicles. Combined, the automotive conglomerate grew 3.1% to 327,152 vehicles, giving it a 7% market share, down slightly from 7.1%.

As for powertrains, ACEA notes that hybrid vehicles accounted for 38% of the overall market. Gasoline-powered cars followed at 22.4%, ahead of EVs at 20.9% and plug-in hybrids at 10.1%. Diesel’s decline continues in Europe, with a market share of just 6.7% through April.

BMW’s 2026 Is Looking Good

BMW has reason to believe the remainder of the year will bring solid registration results. The Debrecen plant in Hungary is running double shifts to meet strong demand for the iX3. With a more affordable rear-wheel-drive version now on sale across Europe, the high order intake is likely to continue. In August, the Neue Klasse rollout will expand with i3 sedan production beginning in Munich.

The next-generation X5 debuts this summer and will be followed shortly by the new 3 Series. However, neither model is likely to have a significant impact on registration figures in 2026. Deliveries are expected to begin near the end of the year, meaning the arrival of the G65 SUV and G50 sedan will not be fully reflected until 2027. The same can be said for the still-unannounced iX4 (NA7), which is reportedly scheduled to debut late in 2026.

We haven’t forgotten about the 7 Series facelift, but with a starting price of €117,900, it’s unlikely to move the needle.

Source: European Automobile Manufacturers’ Association (ACEA)

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