A camouflaged prototype of the next-generation X5 M was just spotted entering the company’s test center at the Nürburgring. The extra layers of camouflage make it appear to have a much smaller grille than the regular iX5 60 xDrive. However, we’re not sure this is the final look. We could be dealing with an early prototype featuring a mishmash of old and new parts. After all, the production model is still a couple of years away.

Although clearly a work-in-progress test vehicle, it appears to have a different front bumper with beefier air intakes. As you may recall, we first saw this setup in early June. That prototype also had the mesh above the license plate, hinting at additional cooling through an extra intake. BMW has announced plans for an electric M Performance model, but the disguised vehicle spotted at the Green Hell is the full-fat M.

The 2028 BMW X5 M Will Have Supercar Levels Of Power

We already know that all full-fledged BMW M models will feature a quad-motor setup. Logic tells us that the X5 M is unlikely to be an exception. Expect massive power, considering the iX5 60 xDrive already has 570 hp and 593 lb-ft of torque, with an M Performance model set to slot between the two. The X5 M could end up with around 800-900 hp and heaps of torque to effortlessly propel the large, heavy SUV.

The G95 won’t be a single model but two. Traditionalists can take comfort from knowing that BMW is also developing another X5 M with a combustion engine. While nothing is official at this point, it should look nearly identical to its EV sibling. Engineers are expected to install a reworked version of the twin-turbocharged 4.4-liter V8. It’s said to have mild-hybrid tech and over 600 horsepower on tap. Hopefully, the M division won’t have to detune the engine in Europe to meet emissions regulations. It’s already happened to the S68 engine in the M5 and XM.

When the wraps finally come off, the high-performance SUVs will feature the yellow X light motif and M-specific side mirror design introduced on the new X5 M60e plug-in hybrid M Performance model. Additionally, the X5 M will get Track Lights consisting of stacked cube lights in both the front and rear bumpers. We’ve already seen these boxy lights on the M Concept Neue Klasse, and they’re coming to all future M models.

Since the X5 M60e is just coming out, the true M variants are still some way off. The next order of business is the launch of the V8-powered X5 M60 and an electric M Performance derivative. Consequently, the X5 M isn’t expected to arrive before 2028. Both the ICE and EV versions are reportedly debuting within the same year.

Video: PrototypeHunters / YouTube

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Meanwhile, a new dealer video shows how the iX5 60 xDrive looks when no expense is spared. It’s certainly on the pricey side, judging by the long list of extras we can easily spot. For starters, whoever configured BMW’s first electric X5 went all out with the Individual options. Aside from the Dravit Grey paint (€2,140 in Germany), it also rides on €3,150 23-inch wheels, a first for the X5.

In addition to those two standout Individual options, this combustion-free X5 wears the M Sport Package Pro. You can immediately tell it’s the range-topping trim by the extensive black exterior accents, including the side mirror caps. Other highlights bundled with the top-spec package include the illuminated kidney grille and M Sport brakes with red calipers.

2027 BMW X5 With High-End Interior

If the exterior doesn’t win you over, the cabin might. This iX5 60 xDrive features Tartufo leather, an Individual option that costs a princely €5,460 in the electric SUV’s home market. Equally noticeable is the optional 14.6-inch passenger display, shared with the facelifted 7 Series, where it comes standard. Like every X5 we’ve seen so far, it also features the Individual Clear & Bold trim. It combines real stone with crystal-glass accents. In the first months of production, all the X5s will have it.

Although the configurator defaults to the M steering wheel when you select the M Sport Package Pro, you’re not stuck with it. BMW also lets you choose the vertical-spoke design, and yes, you can even have it in white, provided you pair it with Smoke White leather seats. While the exterior color isn’t necessarily our cup of tea, we’d gladly take this Tartufo interior, as it dramatically elevates the cabin.

The video also offers a closer look at finer details, such as the subtle ambient lighting integrated into the front and rear door panels. You’ll also notice the pillows attached to the rear headrests and center armrest, the four-zone automatic climate control with a rear touchscreen, and the Bowers & Wilkins surround sound system.

There’s certainly a lot to take in, as the BMW X5 has changed dramatically inside and out. Whether buyers will embrace its radical transformation remains to be seen. G65 production begins next month in Spartanburg, with the X5 40 xDrive and X5 40d xDrive leading the launch. The X5 50e xDrive and X5 M60e xDrive plug-in hybrids, along with the all-electric X5 60 xDrive, will follow. As we previously reported, the U.S. market will also get a rear-wheel-drive X5 40.

Video: super car MO / YouTube

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The M2 didn’t run in that session. BMW entered it as one of the demonstration cars that climb the hill throughout the weekend rather than qualify for Sunday’s shootout, so there’s no timing sheet to point to for its runs, only the sight of it working its adjustable front splitter and swan-neck rear wing on the way up. That’s a fair trade for BMW. The car’s real credential arrived twelve days earlier and 500 miles away, on a stretch of German asphalt that matters far more to the M2’s reputation than a hillclimb ever could.

What Beat The M2 Around The Nürburgring? Another M2

About a year ago, the M2 CS lapped the Nürburgring Nordschleife in 7 minutes and 25.5 seconds, becoming the fastest production car in the compact segment and knocking the Audi RS3 off the top of the leaderboard. BMW went back to the Green Hell on May 22 for another attempt, this time with a standard M2 wearing the Track Kit rather than the pricier, lighter CS. The result: 7 minutes and 20 seconds, a half-second improvement over the car that set the record in the first place.

BMW says the run came in demanding conditions, with high ambient and asphalt temperatures and oil traces reported in the T13 section. There was more time on the table.

Half a second doesn’t sound dramatic across a 20.8-kilometer lap, but the context is what makes it worth noting. BMW didn’t touch the S58 3.0-liter twin-turbo inline-six to find that time. Every tenth came from aerodynamics and suspension, on the car with less power than the CS it beat.

What’s In The M Performance Track Kit

The Track Kit goes on sale this month in Germany at €23,500 before tax and installation. The centerpiece is a carbon-fiber swan-neck rear wing pulled from the M4 GT4 and M4 GT3 customer racing cars, paired with a manually adjustable front splitter. Both are meant for the track only. On the road, BMW requires the aero elements to stay in their standard position.

The rest of the kit is chassis hardware: a coilover suspension with four-way adjustable rebound and compression damping, which BMW calls the first road-legal motorsport-derived damper system of its kind, plus a ride height that drops by up to 20 mm at both axles, adjustable support bearings, and a set of aero flicks alongside the wheel arch diffusers and front splitter. All of it is StVZO-compliant, so a Track Kit car stays road legal even with the hardware fitted.

Where This Goes Next

The obvious question is whether BMW puts the Track Kit on an M2 CS and goes back to the Nordschleife. The CS’s extra power and lower weight would make a strong pairing with the aero and suspension gains already on the books, and BMW hasn’t ruled anything out. The new M2 xDrive, which just went live in the configurator, seems a less likely candidate. All-wheel drive adds weight, and nothing about the Track Kit’s development suggests BMW built it with a heavier car in mind.

The G87 M2 is expected to stay in production through the end of the decade, which leaves BMW M plenty of runway to keep working the formula. An M2 CSL has been floated as a possibility before, and every half-second the current car finds only makes that case easier to argue.

[Photos by Hardy Mutschler / BMW Classic ]

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The M2 CS has been out for over a year, so its design is clearly no longer a secret. We would rule out a potential CSL since we can spot the rear-seat headrests. An M2 CSL would likely be a two-seater to shed even more weight, much like the M4 CSL from 2022.

One logical explanation is that BMW is testing the M2 with the new M Ignite technology, which is reserved for the European version of the S58 engine. Production of the updated M2 with its patented pre-chamber combustion process starts in August, so the timing seems right. Alternatively, the M division could be testing other hardware unrelated to the engine, such as suspension components.

The Pre-Facelift BMW M5 Sedan And M5 Touring LCI Share The Track

More BMWs appear back-to-back at the 6:15 mark. There’s a colorful M5 Sedan in what appears to be the MotoGP Safety Car livery. It’s clearly the pre-facelift model on sale today rather than the LCI version due in 2027. Speaking of which, the facelifted model appears in front of the lens as the more practical M5 Touring. Although the G99 is camouflaged, we can see it sports styling cues from the Neue Klasse design language.

The car paparazzi also spotted an M2 prototype fitted with the new M Performance Track Package that recently set the fastest M2 lap around the Nordschleife, narrowly beating the M2 CS. Available for newly ordered cars and as a retrofit package, the kit costs €23,500 in Germany before taxes and installation. The most obvious upgrade is the carbon-fiber swan-neck rear wing borrowed from the M4 race cars.

Toward the end of the video, the fully electric X3 M makes an appearance. With BMW recently confirming that the electric M3 will use the same name as the gas-powered sports sedan, the same should apply to the X3 M. There will be only an electric version, as the company sadly isn’t bringing back the six-cylinder model.

BMW has locked in the M3 (ZA0) for a 2027 debut, and the X3 M (ZA5) should also break cover at some point next year. After showing the M Concept Neue Klasse sedan at Le Mans, BMW could launch the M3 first before introducing its SUV counterpart.

As the video shows, the competition isn’t resting either. We’re particularly excited to see the new Audi RS6 Avant, which will become a plug-in hybrid much like the M5 Touring. However, some say it’ll ditch the V8 in favor of a smaller V6 borrowed from the RS5 Avant. The smaller of the two Audi RS wagons was also spotted racking up miles around the Nürburgring.

There’s certainly a lot to look forward to from M. Before BMW reveals all these cars, the next model to wear the iconic letter should be the M350. We should see the M340i’s more powerful successor debut in the coming months alongside the eighth-generation 3 Series Sedan, the G50.

Video: Nürburg Automotive / YouTube

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It narrowly beat Jörg Weidinger’s time. On April 11, 2025, the BMW M development engineer completed the lap in 7 minutes and 25.53 seconds. Still, it’s surprising to see a third party beat BMW’s own time in an identical car. The luxury brand still holds the fastest M2 lap at the Nordschleife, however, thanks to the regular M2 equipped with the new M Performance Track Package, which lapped the circuit in 7 minutes and 25.06 seconds.

Theoretically, a similarly equipped M2 CS could go even faster thanks to its extra power and lower curb weight. However, BMW hasn’t said whether it plans to return to the Nordschleife with the hotter M2 fitted with the M Performance Track Package. It’s also unclear whether the company wants to chase an even quicker time with the M2 xDrive, although we’re not convinced the AWD version would necessarily be faster than its rear-wheel-drive sibling.

All the M2 variants we’ve mentioned use the eight-speed automatic transmission, which makes the most sense when chasing lap records. A manual gearbox is certainly more engaging, but the Steptronic is ultimately quicker, regardless of how skilled the driver is at shifting gears.

Will A BMW M2 CSL Happen?

BMW is leaving the door open for an M2 CSL, which would shed even more weight than the M2 CS. It would make sense to remove the rear seats and extract even more power from the inline-six engine. The twin-turbocharged 3.0-liter mill produces 523 hp in the M2 CS, but the M4 CSL packs an additional 20 hp.

The bigger of the two coupes remains the fastest production BMW around the Nordschleife, with a lap time of 7 minutes and 18.13 seconds. Whether BMW would allow a potential M2 CSL to eclipse the M4 CSL remains an open question. Given the roughly seven-second gap, however, the M2 CSL has plenty of room to improve on the M2 CS’ lap time without dethroning its bigger brother.

With Audi signaling the eventual demise of its five-cylinder engine, the RS3 may no longer pose a serious threat to the M2 CS’ Nürburgring lap time. Ingolstadt’s hot sedan claimed the compact-class lap record in mid-2024 with a time of 7 minutes and 33.12 seconds before BMW obliterated it by 7.6 seconds with the M2 CS a year later.

Will owners ever go flat out on the Nordschleife to chase a lap record? That’s highly unlikely, but these benchmark runs give automakers valuable bragging rights, which can ultimately help drive sales.

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The one-off G81, built exclusively for the track, also impressed last weekend by setting the fifth-fastest time during the timed shootout at the 2026 Goodwood Festival of Speed. South African racing driver Jordan Pepper piloted the M3 Touring 24H to a 46.54-second run, narrowly missing third place, which Alex Summers claimed in the Shadow-Chevrolet DN4.

Nevertheless, fifth place in a wagon is nothing to sneeze at. The sound you’re hearing doesn’t come from the road car’s S58 engine but from the motorsport-spec P58. It produces nearly 600 hp and 516 lb-ft (700 Nm) of torque, sent exclusively to the rear wheels. Yes, the M3 Touring 24H ditches the regular model’s xDrive setup. Another major change is the switch to a six-speed sequential transaxle gearbox.

BMW Has Sold The M3 Touring 24H

Headed to Rainer Bonnetsmüller’s private collection, the unique M3 wagon race car took just eight weeks to build following a development phase of only eight months. Initially, BMW hadn’t planned to build it. As you may remember, it began merely as an April Fools’ prank in 2025.

It’s unclear how much Rainer Bonnetsmüller paid for it, but it almost certainly cost far more than an M3 CS Touring, which retailed for €152,900 in Germany. For reference, the M3 Touring 24H is mechanically related to the €219,900 M4 GT4 EVO and the €578,000 M4 GT3 EVO. It has more in common with the latter, so its price tag must have been astronomical given its one-of-a-kind status.

Although the car no longer belongs to BMW, the good news is we haven’t seen the last of it. Its next confirmed public appearances are scheduled for the MotoGP race weekend in Spielberg, Austria, and the Tutto Bene Hill Climb in Italy, both in September.

BMW has likely extracted everything it could from the G81 platform with the street-legal M3 CS Touring. Logic tells us it’s unlikely to build anything as radical as this race car with a license plate. The high-performance wagon story could continue with the next-generation 3 Series Touring, the G51. Although BMW M hasn’t made any commitments, another M3 wagon remains a possibility. Better yet, it could even make its way to the United States for the first time.

In the meantime, BMW M is working on giving the larger M5 Touring a Neue Klasse-inspired makeover for its facelift, due next year.

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Fast-forward to 2026 and the new G65, and there’s still a way to buy the X5 without xDrive. BMW is selling the fifth generation of its popular family SUV as the rear-wheel-drive X5 40. You’re not missing out on any power by skipping the xDrive setup. The thoroughly updated turbocharged 3,0-liter inline-six delivers the same 394 hp and 428 lb-ft. Those figures are up by 19 hp and 45 lb-ft thanks to a new turbocharger.

The mild-hybrid B58 engine runs on the Miller cycle for improved efficiency, but it’s no slouch. BMW claims the new X5 40 reaches 60 mph in 5.1 seconds, making it 0.2 seconds quicker than its predecessor. With a one-foot rollout factored in, the sprint time drops to 4.8 seconds.

The BMW X5 Isn’t Any Slower Without xDrive

Surprisingly, the rear-wheel-drive version matches the sprint time of its xDrive counterpart. We would’ve expected the all-wheel-drive model to be slightly quicker, but that isn’t the case. Both versions top out at an electronically limited 155 mph (250 km/h).

While weight figures haven’t been published, it’s reasonable to expect the X5 40 to be the lightest version of the lineup. In Europe, the xDrive model weighs 5,048 pounds (2,290 kilograms) without a driver, so the rear-wheel-drive variant should come in slightly lighter. That said, keep in mind that vehicles are weighed differently in Europe and the United States.

The X5 40 won’t be available when the model launches in October, as only its xDrive counterpart will be offered initially. If you don’t need all-wheel drive and want to save some money, BMW says deliveries of the rear-wheel-drive version will begin in the first quarter of 2027. Predictably, the X5 40 is the most affordable model in the lineup, starting at $71,250, including destination. Stepping up to the xDrive version adds $2,300, bringing the starting price to $73,550.

The X5 40 isn’t the only rear-wheel-drive BMW SUV currently on sale. Some markets also get the X3 20 sDrive, while the newly introduced electric iX3 40 sends power exclusively to the rear axle. Since the Neue Klasse platform uses a rear-mounted electric motor as standard, other electric SUVs could skip xDrive in their base versions. Likely candidates include the iX4, due this fall, and the next-generation iX1, arriving next year.

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A Used BMW M8 Is Still a Serious Performance Car

The BMW M8 is essentially a supercar powertrain wrapped in a large, luxurious grand tourer. Under the hood sits BMW M’s familiar 4.4-liter twin-turbocharged V8, paired with an eight-speed automatic transmission and M xDrive all-wheel drive. No hybridization or electrification here, friends. Early standard models produced 600 horsepower, while the M8 Competition raised output to 617 horsepower and 553 lb-ft of torque. BMW claimed a 3.0-second sprint from zero to 60 mph for the Competition Coupe and Gran Coupe, with the slightly heavier Convertible requiring only a fraction longer.

Buyers also had their choice of three distinct body styles. The Coupe is the most traditional and arguably the best-looking, while the Convertible adds open-air grand-touring appeal. The four-door Gran Coupe is the practical choice, offering easier rear-seat access without sacrificing much of the M8’s dramatic profile. Either way, three available body styles give the 8 Series an appeal unmatched by the mechanically almost identical contemporary M5. BMW gave the lineup a modest Life Cycle Impulse, or mid-lifecycle refresh, for the 2023 model year. The M8 became Competition-only in the United States and received darkened M Shadowline headlights, additional paint choices, optional carbon bucket seats, and a larger 12.3-inch central display. The changes were not transformative, but they made later cars feel slightly fresher inside and out.

The M8 Has the Right Rivals and the Right Heritage

Depending on the body style, the M8 competed with several different high-performance luxury cars. The M8 Gran Coupe was BMW’s closest answer to the Audi RS7, combining four usable doors with enormous straight-line performance. The M8 Convertible occupied similar territory to the Mercedes-AMG SL 63, although the BMW offered a slightly more substantial and traditionally grand-touring character. The Porsche 911 also overlapped with the M8 on price when both were new, but the similarities largely ended there. The Porsche is smaller, lighter, and more overtly sports-car focused.

The M8’s more important connection is to BMW’s own history. The original E31 8 Series established the formula in the 1990s: dramatic styling, a luxurious cabin, and effortless high-speed performance. BMW even developed a secret 640-horsepower E31 M8 prototype, although it never reached production. The closest showroom equivalent was the 850CSi. Its 5.6-liter V12 was developed by BMW M, while its brakes, suspension, steering, bodywork, and six-speed manual transmission separated it from the regular 8 Series. With only around 1,500 built, including just 225 U.S.-market cars, the 850CSi has effectively become known as the old M8 — the production car that came closest to realizing BMW’s original vision. The last M8 Competition rolled off the assembly line at this point well over a year ago. So the real M8, too, is relegated to the pages of history. And, perhaps more importantly, the secondhand market.

Used BMW M8 Prices Have Fallen Below $60,000

The M8 was enormously expensive when new — cresting $130,000 with ease — but depreciation has completely changed the value proposition. Around $60,000 is now enough to start shopping for a usable early example, placing the M8 in the same general price range as a new, well-equipped BMW 3 Series or an M340i. Considering the performance, equipment, and original six-figure price, that is a remarkable amount of car for the money.

There are catches. Most M8s near $60,000 will be 2020 models with moderate mileage, multiple previous owners, or an imperfect history. Competition models, low-mileage cars, desirable colors, and examples sold through BMW dealers generally remain more expensive. Buyers should also budget for the operating costs of a 600-horsepower flagship, not those of a new 330i. Tires, brakes, insurance, and out-of-warranty repairs can quickly erase some of the purchase-price savings. Patient shoppers can even find M8s around $50,000. Current nationwide listings reach into the mid-$40,000 range, although the cheapest examples tend to have 70,000 miles or other compromises. Around $60,000 appears to be the more realistic entry point for an okay car, while spending into the mid-$60,000s provides a healthier selection of Competition models and cleaner histories. Of course, an immediate gotcha here is that you might be able to find a similar F90 M5 bargain for even less.

Finally, there’s a similar allure to cars like the last generation BMW M6 or even the one before that, which touted the mighty S85 V10 engine. After all, there’s just as much (or more, in the latter case) drama here at a fraction of the cost. Of course, these older cars will almost invariably need more TLC than an M8. After all, the oldest M8s are still just six, maybe seven, years old. Regardless, the M8 and M8 Competition are already aging gracefully into the sub-six figure range. As these cars approach the bottom of their depreciation curve in the next few years, there might be some incredible bargains for performance junkies that appreciate the finer things in life.

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As you’ve probably guessed by now, the decision to drop two cylinders from the European Supersport stems from emissions requirements. The B58 powering the model sold on the continent isn’t identical to the six-cylinder engine BMW offers in North America. Rather than going through a costly homologation process for what will inevitably be a low-volume model, Morgan is using the B46 instead.

The downsized engine produces 255 horsepower and 258 pound-feet (350 Newton-meters) of torque, down 80 hp and 111 lb-ft (150 Nm) compared with the European model. To rub salt in Americans’ wounds, Morgan recently launched an even more powerful version in Europe. The Supersport 400 packs 402 hp, or 67 more than the standard car, while torque remains unchanged.

The Automatic-Only Morgan Supersport Is Pricey

As in all other markets, the U.S.-spec Supersport is available exclusively with an eight-speed ZF automatic transmission. If the lack of a manual gearbox and the absence of the B58 aren’t deal breakers, the price might be. Morgan is charging $119,995 before sales tax and destination charges. Alternatively, that kind of money buys a fully loaded M4 Convertible. Of course, the Supersport caters to a different audience, one that values British retro styling in a lightweight package.

Speaking of which, the Supersport has a targeted curb weight of 2,520 pounds (1,143 kilograms), roughly the same as a Mazda Miata RF. It’s actually 60 pounds (27 kilograms) lighter than its European counterpart, though that’s hardly surprising given the smaller engine. Morgan homologated the model for the U.S. market under the Replica Vehicle legislation established by the FAST Act (Fixing America’s Surface Transportation Act) and has received approval from the National Highway Traffic Safety Administration (NHTSA).

Even though it’s only just launching, Morgan says demand is strong, with fewer than 50 build slots still available for the 2026 model year. The U.S.-spec Supersport will make its North American debut next month during Monterey Car Week. Production is scheduled to begin in August, with deliveries starting a month later. Order books are already open, but you can’t buy one in California.

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In BMW’s own words, the large-displacement engines will be here “for a long time to come,” according to the man in charge of the M division. Speaking with Bimmer Today on the sidelines of the 2026 Goodwood Festival of Speed, Frank van Meel expressed BMW M’s long-term commitment to the inline-six and V8. Engineers have managed to secure their future, even under Europe’s stringent emissions legislation, through a variety of technical measures.

The 3.0-liter engine in Europe now uses something called “M Ignite,” essentially a pre-chamber integrated into the cylinder head. Additionally, the inline-six features a higher compression ratio and turbochargers with variable turbine geometry. Fuel consumption is lower than before, especially when the cars are driven hard. The M3 and M4 are already rolling off the assembly line with the updated S58, with the M2 set to follow in August.

During the same interview, the M boss explained that the S68 is not receiving the smaller engine’s M Ignite technology. Instead, the V8 is switching to the Miller combustion cycle to boost efficiency. BMW has also revised the engine management system and improved the exhaust aftertreatment to cut CO2 emissions. Additionally, the cooling system has been upgraded. As with the inline-six, these engine tweaks are not coming to US-spec cars.

The Inline-Six Keeps All Horses. The V8 Loses A Few

While the inline-six’s output remains unchanged in the M2, M3, and M4, the V8 has lost some horsepower. However, BMW has fully offset the combustion engine’s power loss by increasing the electric motor’s output. Consequently, combined output in the M5 and XM Label remains unchanged for both the sedan/wagon duo and the SUV. The updated M5 entered production in March, while the XM Label followed a month later.

Several upcoming M Performance and M models will use these two engines. The V8 will power the X5 M60, the M760, and the ALPINA 7 Series from 2027, including in Europe. Arriving next year as well, the second-generation X7 is also expected to receive an M60 variant. Then, in 2028, the next X6 should also get the M Performance treatment, with a full-fat M to follow.

The inline-six will power the next-generation M3, where it could be paired with a mild-hybrid system. Before that, the new 3 Series arrives later this year in M350 guise with the B58 engine, reportedly producing more than 400 horsepower. With BMW developing a new 3 Series Touring, there’s hope for both M Performance and full M versions of the long-roof model, although the company has yet to confirm either.

While the future of BMW M cars with combustion engines remains bright despite increasingly strict emissions regulations, we’re beginning to wonder whether output differences between European models and those sold elsewhere will become more pronounced. For several years, some M Performance models have already been detuned in Europe, and as the rules become even stricter, that trend could continue. Looking at the bright side, at least the S58 and S68 aren’t going anywhere anytime soon.

Source: Bimmer Today

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A new BMW plugin for ChatGPT lets you configure a car without even opening the regular configurator on the company’s website. The dialogue-based interface lets you chat with an AI bot to choose your preferred model, body color, wheel size and design, options, and more. BMW claims this allows you to skip the usual step-by-step navigation through its website’s menus and submenus. It makes it sound as though that’s a hassle when, in reality, it’s quite the opposite. Then again, it’s always good to have options.

The plugin works on both smartphones and computers, allowing future BMW owners to have a “natural conversation to configure their dream car.” While I think it takes some of the fun out of customizing a car the old-fashioned way, I’m certain many people will find it useful. Of course, all the recommendations the bot makes are pulled directly from the configurator.

ChatGPT Lets BMW Buyers Skip The Website

ChatGPT effectively serves as a shortcut, replacing clicks with text prompts. This online consultation with a chatbot lets prospective customers choose a model from BMW’s extensive lineup based on a wide range of preferences. The AI recommends a vehicle based on your requirements for powertrain, ground clearance, interior space, and more. It can also compare different configurations, which is probably its strongest asset.

If the AI tool can’t find what you’re looking for on BMW’s website, it searches the web instead. That’s a double-edged sword since we all know AI remains far from perfect and can’t be fully trusted. The official configurator is the most reliable source and will always be more accurate than information outside BMW’s control.

Once you’re finished, ChatGPT provides a link to BMW’s website with your desired build. As usual, BMW recommends vehicles already in stock with a similar configuration. Why did the company develop the plugin? According to the luxury automaker, people are relying less on websites and search engines and increasingly turning to AI conversations to find the information they’re looking for.

Of course, the ChatGPT plugin wouldn’t exist without BMW’s actual configurator, so it’s never going to replace the website.

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BMW 3 Series PHEV vs. 3 Series

The BMW 3 Series delivers the strongest resale value among the directly comparable models. The conventional 3 Series retains 53.2 percent of its original value after five years, while the plug-in hybrid retains 49.9 percent. That gives the PHEV a 3.3-percentage-point disadvantage. Put another way — in depreciation terms — a regular 3 Series loses 46.8 percent of its original value, compared with 50.1 percent for the plug-in hybrid.

The gap in average used prices is also predictably small. iSeeCars lists the average five-year-old 3 Series at $27,765, compared with $26,163 for the PHEV. That makes the plug-in model potentially compelling on the used market, particularly for buyers who can make regular use of its electric range. It’s more supporting data for why we feel the plug-in 3er remains one of the most underrated hybrid cars out there.

BMW X5 PHEV vs. X5

The gasoline-powered X5 retains 46.9 percent of its value after five years, while the X5 plug-in hybrid retains 43.6 percent. In absolute terms, iSeeCars puts the average price of a five-year-old X5 at $38,642. The equivalent PHEV average is $37,667. That’s a much smaller difference than the 3 Series, despite an identical disparity between PHEV and gas value retention. A difference of just $975 despite the plug-in hybrid’s higher original price could make the PHEV especially attractive as a secondhand purchase. Buyers get the more powerful and potentially more efficient powertrain without paying anything close to its original new-car premium. The tradeoff is that the first owner absorbs more of that premium through depreciation.

BMW 5 Series PHEV vs. 5 Series and i5

The 5 Series provides the clearest look at how the market treats all three powertrain types. The gasoline 5 Series retains 44.1 percent of its value after five years. The plug-in hybrid retains 40.8 percent, while the fully electric BMW i5 retains just 30 percent. Once again, the PHEV trails the gasoline model by exactly 3.3 percentage points. The difference between the PHEV and EV is much larger: 10.8 points. Put another way, iSeeCars expects the gasoline 5 Series to lose 55.9 percent of its original value. The PHEV loses 59.2 percent, while the i5 loses 70 percent.

The average five-year-old prices available for the combustion models follow the same hierarchy. The regular 5 Series averages $32,330, compared with $29,189 for the plug-in hybrid. The i5 is too new for a directly comparable five-year-old average, but its projected retention percentage suggests substantially steeper depreciation. For buyers interested in some electric driving, the plug-in hybrid appears to be the financial middle ground. It does not hold its value quite as well as the conventional 5 Series, but it avoids much of the depreciation associated with the i5. In our 550e review, we lauded the car for its efficiency, performance, and practicality. Overall, it looks like a very solid buy on the secondhand market.

BMW 7 Series PHEV vs. 7 Series and i7

All versions of the BMW 7 Series depreciate heavily, but the ordering remains familiar. The gasoline-powered 7 Series retains 38.2 percent of its value after five years. The plug-in hybrid retains 34.9 percent, and the BMW i7 retains 26.4 percent. The PHEV’s disadvantage against the gasoline car is — you guessed it — 3.3 percentage points. But the plug-in hybrid holds an 8.5-point advantage over the i7.

That translates to five-year depreciation of 61.8 percent for the regular 7 Series, 65.1 percent for the PHEV, and 73.6 percent for the electric i7. The i7 therefore loses nearly three-quarters of its original value according to the iSeeCars estimate. While no large luxury sedan is immune to depreciation, the data suggests that adding a plug does not hurt nearly as much as eliminating the combustion engine entirely. For used shoppers, both electrified versions could become significant bargains. For original owners, the gasoline-powered 7 Series remains the least punishing choice.

BMW M5 PHEV vs. the Gas-Powered M5

The M5 comparison requires some context because the current G90 M5 is only available as a plug-in hybrid. A little confusingly, iSeeCars separately lists the previous gasoline-powered M5. Nevertheless, the results fit the same broader pattern. The conventional M5 retains 47.7 percent of its value after five years, compared with 44.4 percent for the plug-in hybrid M5. That is another difference of exactly 3.3 percentage points.

The M5 Touring is the major exception. iSeeCars estimates that the plug-in hybrid wagon will retain 51.1 percent of its value. That’s more than both the PHEV sedan and the older gasoline M5. That makes the M5 Touring the strongest-performing BMW PHEV in the study. Its projected advantage may reflect the enduring desirability and relative scarcity of high-performance wagons, rather than a broader preference for the plug-in powertrain. The Touring retains 6.7 percentage points more than the PHEV sedan despite sharing its basic drivetrain.

What About the BMW XM?

The BMW XM has no gasoline or fully electric equivalent, so it cannot be included in a direct powertrain comparison. Still, its numbers provide useful context. iSeeCars estimates that the plug-in hybrid XM will retain 41.9 percent of its value after five years, meaning it loses 58.1 percent. That puts it below the X5 PHEV but slightly above the 5 Series PHEV. Given the XM’s much higher starting price, however, the depreciation measured in dollars could be substantial.

BMW PHEVs: The Middle Ground

The consistency of the results is striking. In every direct comparison, the BMW plug-in hybrid retains exactly 3.3 percentage points less than the corresponding gasoline model. While notable, it’s hardly the ding to value one might expect — especially considering the heavy depreciation accompanying full EVs. For new-car buyers focused primarily on resale value, the regular gasoline version remains the safer choice in nearly every case. The M5 Touring is the notable exception. For used buyers, however, the situation reverses. A lightly depreciated PHEV can provide more performance, meaningful electric capability, and similar everyday usability for less than its non-hybrid counterpart.

Source: iSeeCars

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Rear-Wheel Drive Was The Only Option

Dropping an S65 into a car roughly a third the M3’s size creates an obvious problem: 450 hp is not something you send through a MINI’s front wheels and front subframe. So Power didn’t try. VINI is rear-wheel drive, built around the same 7-speed dual-clutch transmission BMW’s M GmbH used behind the S65, paired with driveline components pulled from a Subaru Impreza to get power to the back axle. None of this is a bolt-in job. Power’s company, Powerflex, spent about five years fabricating the car, and it shows in details that go well beyond the engine swap.

Track-Focused Hardware Throughout

VINI was built as a track tool, and the chassis reflects that. Power fitted a custom-tuned Bilstein suspension setup along with a substantially upgraded braking system, four-piston calipers at all four corners and a programmable race-spec ABS unit from Bosch. The exhaust is a one-off, as are most of the other mechanical components required to make a V8, rear-drive drivetrain fit inside a car that was never meant to hold either.

Step inside and the R56’s original cabin is mostly gone. The DCT shifter is lifted straight from the M3. Cobra shell seats with Schroth harnesses replace the stock buckets, and the dashboard and door panels are carbon fiber. There’s no rear seat: in its place is a roll cage and an ATL fuel cell built to motorsport safety standards, not a shelf for groceries.

Great Power-to-Weight Ratio

Strip out the novelty and the spec sheet stands on its own. Around 450 hp, roughly 1,300 kg curb weight, and a power-to-weight ratio under 2.9 kg per horsepower. For context, that would put VINI near the front of BMW’s own power-to-weight rankings among production cars, despite starting life as one of the least powerful MINIs BMW ever sold. It’s a reminder that the R56 was always a light, tossable little car underneath the badge, and that the S65 V8 remains one of the more transplantable engines in BMW’s back catalog, provided you have five years and no fear of cutting up a perfectly good MINI to make room for it.

[Photos: Bimmertoday]

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It starts as the 420i/420d with the M Sport Package and black accents, earning the Edition Shadow name. The most practical 4 Series of the three body styles combines a dark kidney grille with black side mirror caps and exhaust finishers. Customers can go a step further by ordering the Gran Coupe in Black Sapphire instead of this Fire Red.

If neither body color is your style, several other finishes are available at no extra cost. Buyers can pick from Alpine White, Cape York Green, M Brooklyn Grey, Mineral White, and M Portimao Blue. For more money, the Edition Shadow can be ordered in one of two Individual colors: Dravit Grey or Tanzanite Blue. Regardless of the paint choice, the 420i Gran Coupe gets 19-inch bi-color Y-spoke wheels.

BMW Adds Plenty Of Standard Kit

BMW Japan throws in adaptive LED headlights and laser taillights, while the interior gets several upgrades as well. The 4 Series Gran Coupe Edition Shadow comes with either Black or Moca leather upholstery. Both are combined with heated front and rear seats, along with a heated steering wheel. Rounding out the upgrades are fine brushed-aluminum trim and galvanized buttons.

BMW Japan is asking ¥8,000,000 (about $49,300 at current exchange rates), or ¥360,000 ($2,200) more than a regular 420i M Sport. Alternatively, the special edition can also be had with a diesel engine. However, it costs more: ¥8,500,000 ($52,400), representing a ¥300,000 ($1,800) premium over the 420d M Sport.

While BMW hasn’t said how long the 4 Series Gran Coupe will stick around, we can’t imagine the G26 surviving beyond 2027. The upcoming 3 Series Sedan (G50) and i3 Sedan (NA0) are about to take over, with the i3 Touring (NA1) and iX4 (NA7) likely to go on sale next year. We might not have to wait that long to see the electric crossover-coupe, though, since our sources say it will debut this fall.

The first-ever iX4 will have an impressively rakish roofline, so you could think of it as a high-riding i4. That said, BMW won’t build another generation of the X4 with combustion engines, so those who want an ICE-powered car in this segment with a tailgate will have to opt for the 3 Series Touring spotted earlier this week.

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Meanwhile, it’s business as usual for BMW. It’s testing a fully camouflaged G84 prototype at the Nürburgring, where all of its models are evaluated before hitting the market. Although the test car is almost entirely covered in camouflage, there are still some interesting details to observe. While the quad exhaust is also coming to the M350 we mentioned earlier, that one won’t get the wider fenders.

The M Neue Klasse Concept’s ducktail spoiler may be hiding at the back, although it’s hard to tell because of the camouflage. For what it’s worth, a prototype of the electric M3 (ZA0) appeared to have it during recent testing at the same German track. From the side, the yellow/gold brake calipers indicate BMW is testing the six-cylinder M3 with carbon-ceramic brakes, which will likely be offered as an option.

Skyroof Option For The Next BMW M3

Speaking of features that will cost extra, the car has an all-glass Skyroof you’ll likely pay extra for. It’s not a sunroof in the traditional sense because there isn’t a section of the glass panel that slides open. As shown above, we’ve already seen it on the regular i3 where it has climate-comfort glazing. Logic tells us it should be the same across all 3 Series and i3 models.

While the Skyroof is likely to be an optional extra, BMW is reportedly making the flax-based natural-fiber-composite roof standard on the M3. It debuted on the M Concept Neue Klasse, and we learned it delivers carbon-fiber-like strength and stiffness. The switch is driven by sustainability, as the production process for natural-fiber composites generates approximately 40% fewer emissions than carbon fiber.

The concept’s front splitter, side mirrors, and rear diffuser were made from these flax-based lightweight components. We suspect the body parts hidden beneath the camouflage on the in-development G84 M3 also ditch carbon fiber. After all, it’s been more than a year since BMW said natural-fiber composites were ready for production cars. The company first used them during the 2019 Formula E season and later on the M4 DTM/GT4. BMW teamed up with Swiss company Bcomp to develop this alternative to carbon fiber.

The prototype’s soundtrack likely comes from a further evolution of the S58. The twin-turbocharged 3.0-liter inline-six has already been reengineered with new pre-chamber ignition technology to comply with the Euro 7 standard. We suspect this prototype has the updated engine before the G80 cars produced from August get it. M boss Frank van Meel recently said the S58 now delivers an improved sound, and this might be it.

The Next BMW M3 Could Be A Mild Hybrid

Even more changes could be on the way to meet stricter regulations. While BMW has ruled out a plug-in hybrid setup, reports indicate the next M3 is likely to adopt mild-hybrid technology. The weight penalty would be minimal compared with a bulky PHEV, but sources M claim the G84 could forgo the pure rear-wheel-drive setup.

Going xDrive-only would also spell the end of the manual gearbox, but nothing is official at this point. Over the past few months, BMW has pledged to make a real effort to keep the stick shift alive. Nevertheless, we remain skeptical that it will survive beyond the current-generation M3, so you might want to buy a G80 while you still can.

Although the next-generation model is still roughly two years away, the video is a nice reminder that BMW M isn’t abandoning ICE loyalists. Even if it goes automatic- and xDrive-only, enthusiasts are still getting what could end up being the last combustion-engine M3.

Video: Carspotter Jeroen / YouTube

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