BMW 3.0 CSL Steering Wheel

The BMW 3.0 CSL’s steering wheel is a reminder of just how little a great design actually needs. Its thin rim, three drilled metal spokes, and compact center section look delicate compared to any modern steering wheel. There are no buttons, drive-mode selectors, heating controls, or oversized airbag covers to interrupt the shape. Its slender construction also left the analog gauges clearly visible and complemented the rest of the E9’s sparsely decorated cabin. Of course, the CSL’s wheel is a product of its time. You’re unlikely to see anything like it again, thanks to airbags and other safety guardrails. But the CSL wheel remains an icon of functionality and elegance.

E28 BMW M5 Steering Wheel

The E28 M5’s steering wheel retained much of that simplicity while adding a little more visual substance. The thicker leather-wrapped rim improves grip, while the leather center section gives the wheel a level of refinement appropriate for a high-performance luxury sedan. Remember: the original M5 wasn’t covered in carbon fiber, bright red buttons, or oversized M logos. At first glance, it could pass for an ordinary executive car. Its steering wheel followed the same formula by communicating performance through subtle changes rather than spectacle. That subtlety was a lot of the charm, and the steering wheel channels it perfectly. Later evolutions of the wheel (like the M Tech II wheel pictured at the top of this article) offer similar virtues.

E46 BMW M3 and 330i ZHP Steering Wheel

The E46 generation arguably perfected the traditional BMW steering wheel for everyday use. It retains the favorable three-spoke design, which by now was clean and instantly recognizable. Airbags demanded a larger center section, but allowed for multifunction buttons to pop up on the thicker horizontal spokes without feeling overwhelming. More importantly, it felt excellent. The rim had enough thickness to feel substantial in your hands but stopped short of the excessively padded designs that appeared later. It was sporty without requiring an M car, too.

The Alcantara-wrapped versions were particularly special. ZHP models received an Alcantara wheel, as did the E46 M3 with the Competition Package. The material offered a noticeably different texture and made the wheel feel like a genuine performance component rather than a decorative upgrade. Alcantara inevitably showed wear, especially in cars driven every day. But a clean example still feels special today. Combined with the E46’s excellent steering and relatively compact dimensions, this wheel became an essential part of one of BMW’s best driving environments.

F30 BMW M Sport Steering Wheel

BMW moved in a modern direction with the F30-generation M Sport wheel. The rim again became thicker, the central airbag cover more rounded, and the lower spoke gained a prominent metallic accent. It was a vast improvement over the non-M Sport wheels, both aesthetically and in terms of feel. While the thickness could occasionally feel a bit excessive, generally it was the “right size.” Easy to forgive, too, when the steering wheel simply looks great. Its clean design and general simplicity is easy to appreciate.

F80 BMW M3 Steering Wheel

The F80 M3’s steering wheel made only small changes to the F30 M Sport design, but that was all it needed. It retained the compact, circular center section, relatively slim spokes, and thick leather-wrapped rim that made the original so satisfying to hold. M-color stitching, slender and more premium-feeling shift paddles, and model-specific controls provided enough distinction without fundamentally altering the shape.

The programmable M1 and M2 buttons were also integrated neatly into the horizontal spokes. Their placement made them easy to reach while maintaining a conventional hand position. Like the rest of the F80 M3, the wheel balanced everyday usability with a clear sense of purpose. It felt special, but it did not try too hard to communicate its performance credentials. There were no oversized accents, unusually shaped spokes, or conspicuous controls. BMW simply took one of its best modern steering wheels and made the minor improvements required for an M car. It’s also worth mentioning that the F80’s layout, though modified, essentially carries through to this day.

Later BMW Steering Wheels Became Busier

Beginning with the F90 M5, BMW retained much of the F30 and F80 wheel’s underlying design but added prominent red M1 and M2 buttons above the horizontal spokes. The color and placement made them immediately recognizable as M features, but they also introduced visual clutter to an otherwise cohesive design. Arguably, the new position made the buttons less immediately accessible as well. Later steering wheels also adopted thicker horizontal spokes with larger control panels. In one sense, the heavier spokes echoed the substantial three-spoke design used by the E46. However, the resemblance was mostly superficial. Buttons crowd the spokes, and as you can see from the Neue Klasse steering wheel pictured above, that looks to be a bit of a trend moving forward.

Are all modern BMW steering wheels bad? Of course not. The size and weight is still right, and the basic form is still recognizably BMW. But each addition weakened some of the original’s no-nonsense character. The F80 M3 wheel may therefore represent the point at which BMW had added everything a modern performance steering wheel needed—and nothing it did not.

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Which Cars Are Affected

The recall spans three separate model lines, the 3 Series, 5 Series, and 7 Series, built between July 29, 2014, and November 12, 2020. BMW hasn’t broken out the total by individual chassis code, but that date range covers the F30-generation 3 Series through the early G20, the F10 into the G30 5 Series, and the F01/F02 into the G11/G12 7 Series. In other words, this is a shared part that made it into two full model generations across BMW’s core sedan range, which explains the six-figure recall count.

The Fix

Owners don’t need to diagnose anything themselves. At the authorized workshop, technicians will replace the entire starter motor rather than just the relay, which should eliminate the water path into the component. The campaign is being run through BMW’s authorized dealer network worldwide, and it’s being monitored in Germany by the Kraftfahrt-Bundesamt under reference number 16791R, with internal BMW part codes 0012820600 and 0012840600 tied to the affected units.

This recall was, so far, issued in Germany. If you own a 3 Series, 5 Series, or 7 Series from this era, the safest move is to check with your local BMW dealer using your VIN rather than waiting for a mailed notice, since international recall timelines don’t always land on the same schedule.

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A Hood That Isn’t A Cover

The centerpiece of the kit is a full replacement hood, not an add-on panel bolted over the factory piece. It’s sculpted, vented, molded in 100% dry carbon, and mounted to the X7’s original attachment points, which means no cutting and no structural changes. It’s also the single component that does the most to change how the car reads at a glance, more than any of the smaller pieces.

Behind the front doors is where LARTE spent the rest of its effort. The kit adds a carbon rear diffuser, rear bumper overlays with elerons, and a roof spoiler that closes out the roofline. This isn’t trim. The diffuser and spoiler change how the rear quarter actually sits, and that’s the exact area the 2022 facelift never got to.

Colored Carbon, Two Directions

Both demo builds use dry carbon that’s tinted during layup rather than painted afterward, so the color cures inside the weave. From there, the two cars split. One is finished in olive carbon matched tightly to a green painted body, so the carbon components and the paint read as a single surface from hood to diffuser. The other pairs violet carbon against pearl white paint, which does the opposite, making every carbon panel stand out against the body rather than blend into it. Standard black weave is still available as one option among several, not the default.

What’s In The kit

The full program covers ten components:

• Carbon hood
• Grille surround
• Front bumper overlay
• Front bumper splitter
• Upper front bumper inserts
• Carbon mirror caps
• Side sill pads
• Rear bumper overlays with elerons
• Roof spoiler
• Carbon rear diffuser

Forged 23-inch wheels are sold separately. LARTE says the kit fits all G07 X7 variants from 2022 through 2026, in both Luxury and M Sport trim, from the xDrive40i’s turbocharged inline-six to the M60i’s S68 V8, and preserves compatibility with the factory’s parking sensors, cameras, and driver-assistance systems.

The X7 program specifically was in production before BMW confirmed the next generation exists, and it’ll still be on the road once that next generation shows up. An aftermarket kit doesn’t get old the way a facelift does; it was never trying to be BMW’s answer in the first place. Pricing and ordering are handled directly through LARTE’s configurator.

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Five JCWs, One Common Theme

Every Daredevil car shares the same visual treatment: Midnight Black paint with red stripes and red-and-black-checkered JCW mirror caps, a combination MINI is positioning as its track-inspired signature for the range. Where the models differ is what’s actually powering them, and that’s where this edition gets interesting. MINI has never sold a battery-electric JCW model in South Africa before, and two of the five Daredevils change that.

The Combustion Holdouts: Hatch, Convertible, and Countryman

The three-door MINI John Cooper Works (F66) is still the base case for the badge: a 2.0-liter four-cylinder with TwinPower Turbo, 170 kW (231 hp), and 380 Nm sent through the front wheels via a seven-speed Steptronic gearbox, good for 0-100 km/h in 6.1 seconds and a 250 km/h top speed. The Daredevil package adds an AC Schnitzer exhaust with a rear diffuser, a Chilli Red rear spoiler extension, JCW C-pillar trim, front/side/rear winglets, and 18-inch Rallye Spoke wheels.

The JCW Convertible (F67) makes its South African debut in Daredevil trim, running the same 170 kW/380 Nm engine and gearbox but with a 6.4-second sprint to 100 km/h and a slightly lower 245 km/h top speed, the tradeoffs of a soft-top body. At 3,879 mm long with 215 liters of luggage space depending on roof position, it’s not a car built around outright pace, but it gets the same 18-inch Rallye Spoke wheels and winglet treatment as the Hatch.

The MINI John Cooper Works Countryman (U25) is the outlier by size and output: all-wheel drive, 233 kW (roughly 317 hp), 400 Nm, a 5.4-second 0-100 km/h time, and four-piston monoblock front brakes. It’s the quickest and most powerful car in the Daredevil lineup by a wide margin, and the only one that doesn’t need a racetrack to justify the hardware.

The First Electric JCWs: J01 and J05

The three-door MINI John Cooper Works Electric (J01) and the MINI John Cooper Works Aceman (J05) share a drive system: 190 kW, 350 Nm, and DC fast charging up to 95 kW that takes either car from 10 to 80 percent in about 30 minutes. The J01 hits 100 km/h in 5.9 seconds with up to 400 km of range, while the larger J05 Aceman takes 6.4 seconds to the same benchmark with up to 380 km of range. Both get a red-and-black multitone roof exclusive to the two EVs, on top of the shared JCW mirror caps and a rear diffuser.

Whether an electric motor can replicate the specific noise and drama that made the JCW badge worth having is a separate argument, but on paper these two are quicker to 100 km/h than the combustion Hatch and Convertible, and neither has to worry about a fuel bill.

Pricing and Availability

MINI South Africa is building 8 JCW Electric units at R994,200 (approx. $61,900), 8 Aceman units at R1,098,700 (approx. $68,400), 8 Convertible units at R976,309.80 (approx. $60,800), 10 Hatch units at R907,074 (approx. $56,500), and 10 Countryman units at R1,126,267.80 (approx. $70,100), all inclusive of VAT and CO2 tax, at a rate of roughly R16.06 to the dollar. Cars start arriving from July, and once the 44 are sold, they’re gone: MINI has confirmed the Daredevil Edition is exclusive to South Africa, though the individual option packages it draws from remain available to configure elsewhere.

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Well, the new i3 breaks that pattern. We can all agree that the electric sedan represents a dramatic departure from the G20 it replaces. And while that’s hardly surprising given BMW’s decision to essentially reset its design language for the modern Neue Klasse era, it does raise an interesting question: has Munich taken too much of a gamble with one of its most recognizable nameplates? Looking back, BMW rarely threw everything out the window.

Although the marketing lingo for the electric i3 references past 3er generations, even diehard fans will struggle to find any resemblance to its predecessors. Okay, the kidney grille and Hofmeister kink are still there, while the double headlights and the “L” motif of the taillights have seemingly survived as well. Continuity is important because the 3 Series isn’t just another model in the lineup. It’s arguably THE BMW. To this day, it’s the company’s single best-selling car, with cumulative sales of more than 20 million since 1975.

The i3 Comes Back From The 3 Series’ Future

For better or worse, the new i3 looks as if BMW skipped a generation. The new i3 isn’t simply a cleaner, more aerodynamic interpretation of the outgoing 3 Series. While we obviously don’t have a crystal ball, it looks as if BMW jumped straight into the late 2030s, if not the early 2040s. There are fewer creases and less visual clutter. The surfaces are smoother. The lighting elements are more prominent, while chrome, once a symbol of luxury, is gone.

The whole car has a minimalist appearance that would have been difficult to imagine wearing a 3 Series badge just a few years ago. Yes, we’re using 3 Series and i3 interchangeably because the electric sedan’s appearance will closely mirror that of the combustion-engine models. The NA0 and upcoming G50 will look very much alike, and that’s not just speculation on our part. Spy photos of prototypes have revealed that the gas-fed sports sedan hides the same “less is more” design approach. BMW itself has said the i3 is a 3 Series, so everything should be clear.

However, we need to make one distinction. The i3 rides on a dedicated electric vehicle platform, whereas the upcoming 3er will stick with CLAR. Despite looking strikingly similar on the outside, the two cars will have substantially different underpinnings. With BMW already confirming another gas-powered M3 (G84), there’s still room under the hood for six-cylinder engines. Even the M Performance 3 Series will retain its inline-six. The proportions will change for the combustion-engine versions, which will inevitably have a longer front section to accommodate an ICE where the i3 has a frunk.

The 3 Series Is Likely To Inherit The i3’s Revamped Interior

The interior also represents a major departure from what we’re used to, with the i3 introducing radical changes compared with the outgoing G20. This dashboard layout will carry over to the G50, presumably with minimal tweaks. With iDrive X and Panoramic Vision, BMW is relying on screens more than ever, while physical switchgear has been reduced to a new low. Heck, even the iDrive rotary knob is gone, though the company says people don’t miss it.

From a different angle, I don’t think BMW could have continued endlessly with incremental design changes. The company spent much of the 2010s and early 2020s pushing its styling in increasingly controversial directions, culminating in some genuinely polarizing grilles and increasingly complicated bodywork.

The Neue Klasse represents a reset. The problem is that resetting BMW design on the 3 Series is inherently risky. This isn’t a niche model where BMW can afford to alienate some customers. Some would argue that the XM already does that. The 3 Series has decades of brand equity behind it. Owners don’t necessarily want their new car to look like something from an entirely different BMW universe.

The Wind Of Change

At the same time, making the i3 look too similar to the soon-to-be-retired G20 would defeat the purpose of the Neue Klasse. BMW wants people to see this car and understand that something has changed. And, well, mission accomplished.

You don’t need to be an enthusiast to recognize that the i3 represents a major stylistic departure. BMW has probably taken a bigger design risk with the new i3 than it ever has with a 3 Series before. But that’s not necessarily a bad thing. It’s premature to call the new design a smash hit, but customers appear to be responding strongly to the i3. Due to popular demand, the company moved up the pre-sales launch in Europe, introducing a First Edition months earlier than planned.

For a nameplate that has traditionally evolved incrementally, the i3 is anything but. And that might be exactly why it could end up being one of the most important 3 Series generations ever. As with any product, only the sales figures will ultimately show whether it’s a success, a failure, or somewhere in between.

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BMW Korea has been an official partner of Frieze Seoul since the event’s inaugural edition in 2022. This year’s shuttle program continues that relationship while giving the company another opportunity to showcase its flagship sedans to an audience that presumably appreciates expensive things. As you can tell from these press shots, the cars are pre-facelift 7 Series models rather than the radically different LCI that entered production in early July.

Aside from shuttling VIPs around, BMW Korea is also offering test drives at the event. Visitors to Frieze Seoul 2026 can sign up on-site to experience these high-end vehicles for themselves. The automaker isn’t limiting its presence to transportation, either. BMW’s local branch is collaborating with Korean experimental artist Lee Kang-so to create an immersive installation combining painting, video, drawing, and mobility.

Possibly the most controversial BMW model of our lifetimes, the XM Label is also attending Korea’s biggest art fair. We’re told the electrified SUV serves as a “sculptural element,” although we’re honestly not sure what that actually means. Either way, that’s quite a setting for an SUV that isn’t exactly known for blending into the background.

BMW’s involvement in Frieze Seoul shows how the company continues to position its flagship models beyond traditional automotive events. Rather than simply putting a gas-fed 7 Series or electric i7 on a stand, it’s integrating its most expensive cars into a luxury- and art-focused experience. The vehicles themselves become part of the event, which is a neat way of marketing a product.

With a new X7 coming, it’s only a matter of time before BMW brings its fullsize SUV to these events. It would make even more sense to have the fancier ALPINA versions at the disposal of VIPs. The first new-era ALPINA model will break cover next year, when the G70 becomes the G72. We’re not just talking about a 7 Series with combustion engines but also an all-electric ALPINA i7.

Not long after, the X7 G67 will evolve into the G69 to bridge the gap to the Rolls-Royce Cullinan. Suffice it to say, BMWs are about to get even pricier as the company puts greater emphasis on profit margins.

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Meanwhile, the second-generation iX3 has officially touched down in South Africa, where the 50 xDrive is now on sale. Even before BMW North America announces the iX3 40, the rear-wheel-drive model is confirmed for the Rainbow Nation. There is a catch, though, as it won’t be available until the first quarter of next year. If you’re on a tight budget, you’ll want to wait for the RWD version since it costs R1,498,000, undercutting the all-wheel-drive model by R192,000.

But what are buyers sacrificing by sticking to the base model? For starters, power. The rear motor produces 315 hp and 500 Nm (369 lb-ft), down by 148 hp and 145 Nm (107 lb-ft) compared with the combined dual-motor output of the iX3 50 xDrive. The battery is also smaller, at 82.6 kWh instead of 108.7 kWh, while charging is limited to 300 kW rather than the full 400 kW. That’s not the end of the world, though, since a 10% to 80% charge takes 21 minutes, while a 10-minute charge replenishes enough energy for 186 miles (300 kilometers) of range.

The BMW iX3 40 Still Has Plenty Of Range

Speaking of range, BMW South Africa references the WLTP rating, with the iX3 50 xDrive capable of traveling up to 500 miles (805 kilometers). While it doesn’t list how far the iX3 40 can travel before running out of juice, we know from the European-spec model that it can cover 396 miles (637 kilometers) on a single charge. That’s a significant 104-mile (168-kilometer) drop, although it’s still plenty of range for many buyers.

With just a single motor, the iX3 40 is also a second slower to reach 62 mph (100 km/h), taking 5.9 seconds. It has a slightly lower top speed, too, at 124 mph (200 km/h) rather than 130 mph (209 km/h), although that likely won’t matter much to prospective customers.

The iX3 40 will be the base model in most parts of the world, but there’s an even lower-tier iX3 30 for the Chinese market. BMW hasn’t said whether it will sell that version, which uses a different battery chemistry, in other markets. Honestly, we wouldn’t count on it.

BMW South Africa intends to roll out additional derivatives, and we can already think of a few likely candidates. An iX3 40 xDrive is an open secret by now, and the same goes for the hotter iX3 M60 and X3 M.

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A More Realistic Testing Method

Rather than draining each car’s battery down to zero, the magazine took a more customer-oriented approach: once a vehicle’s charge dropped to around 10 percent, the team headed for the nearest high-power charging station, just as most real-world drivers would. The remaining range at that point was then factored back in to calculate a true “usable” range figure.

This method isn’t perfect — manufacturers don’t all define “0 percent” identically, and some cars quietly retain a small buffer of drivable range even when the display reads empty. But it arguably reflects everyday driving far better than tests that push a car to a complete standstill, since few owners would ever risk running a battery down to the very last meter.

The Results: iX3 Leads, but Falls Short of Its WLTP Claim

Under this test protocol, the BMW iX3 covered 611 kilometers (380 miles) before reaching the 10 percent mark, aided by a conveniently located fast charger. Extrapolating that final stretch produced a calculated practical range of roughly 681 kilometers (423 miles) — the best figure of the four cars tested.

Even so, that result sits 15.1 percent below the iX3’s official WLTP range, the largest shortfall in the group. By comparison:

• The Mercedes GLC finished the closest to its official rating, trailing by just 53 kilometers.
• The Volvo EX60 landed 117 kilometers short of the iX3’s practical range.
• The Tesla Model Y brought up the rear, 153 kilometers behind the BMW — largely a consequence of its smaller battery.

The iX3’s relatively large WLTP shortfall is mirrored in its efficiency numbers. It returned 3.65 miles per kWh, the lowest of the four — though the field was tightly bunched. The Mercedes GLC and Volvo EX60 both managed 3.67 miles per kWh, while the Tesla Model Y edged ahead slightly at 3.70 miles per kWh.

Range Winner, Not Overall Winner

Despite topping the range charts, the iX3 didn’t come out on top of What Car?‘s overall comparison. True to BMW form, it was praised as the most dynamic and engaging car to drive in the group — but that sportier character came with trade-offs: a firmer ride and noticeably more road and wind noise than its rivals.

The interior also drew criticism. Testers felt BMW’s emphasis on sustainable materials and a lower carbon footprint came at some cost to perceived material quality inside the cabin.

[Via BimmerToday]

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The rumormill churns out that Munich starts production of the i3 Touring in July 2027, kicking off with the 30 xDrive, 40 xDrive, and 50 xDrive variants. An i3 M60 Touring is likely to join the lineup later. The San Luis Potosi plant, which will also build the NA0 i3 sedan for North America, is expected to add the i3 Touring to its lineup as well, with power outputs carrying over unchanged from the NA0 sedan. But that Mexican production run appears to be aimed at other markets, not the US, based on what we’re hearing.

America and Wagons

So will there be any other wagons coming to America? Several signals point to any future wagon reaching American showrooms needing to justify itself with a higher-end trim, whether that’s an M Performance model running a six-cylinder or V8, or a proper M wagon. A base or mid-range Touring, EV or otherwise, doesn’t appear to clear that bar right now.

That leaves two wagons worth watching. There’s hope internally that a future G51 M350 Touring, powered by the B58 straight-six, could get a green light for the US. If that doesn’t pan out, an M3 Touring with the next-generation 3 Series is looking like the more likely path to finally getting a wagon back on American price lists.

BMW has floated a US-bound M3 Touring before and backed off. Given the M5 Touring’s arrival for 2025, and the appetite that’s followed it, the case for a six-cylinder M3 wagon is stronger than it’s been in years. Whether BMW pulls the trigger this time is a different question entirely. But it’s a better bet at this point than an electric i3 Touring.

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BMW 507

The BMW 507 proves that a kidney grille doesn’t need to be tall, obnoxious, or even a defined kidney shape to be memorable. Its two wide, horizontal openings sit low in the front fascia, creating a shape unlike almost anything else BMW produced then or since. Rather than dominating the car’s face, the grille complements the 507’s low hood, rounded fenders, and delicate chrome detailing. It looks graceful rather than aggressive, which suits the roadster’s character. But the 507’s pretty grille — and overall gorgeous proportions — continued paying dividends over four decades later.

The BMW Z8 deliberately revived several elements of the 507, including its long hood, compact cabin, and broad horizontal interpretation of the kidney grille. It worked especially well because the Z8 shared the 507’s proportions and purpose. The two cars demonstrate how BMW’s signature can remain recognizable even when stretched well beyond its traditional shape.

BMW 02 Series

The BMW 02 Series refined the grille treatment of the earlier Neue Klasse sedans into something smaller, sportier, and more focused. Its narrow vertical kidneys sit between simple round headlights, while the surrounding horizontal trim visually widens the car. Nothing feels exaggerated or unnecessary. The grille is prominent enough to identify the car immediately. But it falls far short of being ostentatious.

Appropriately, the Neue Klasse/02 Series grilles dictated the kidney grille’s direction for the next two decades. The arrangement became inseparable from BMW’s emerging sports-sedan identity. Closely related interpretations appeared across the brand, including on the larger E3 sedans and the elegant E9 coupes. The latter included the legendary 3.0 CSL, proving that essentially the same grille concept could work on both an accessible two-door sedan and a dramatic homologation special. The 02 Series also demonstrated the value of consistency. Not every BMW model needed a drastically different face.

E36 BMW 3 Series

The E30 3 Series and E34 5 Series came close to establishing the modern BMW look, but the E36 completed the transition. Its grille separated the kidneys more clearly from the headlights and surrounding trim, turning them into a distinct centerpiece rather than one part of a continuous horizontal assembly. The openings were modestly sized, slightly rounded, and unmistakably BMW. The grille surrounds (at the time, only chrome) became a feature of their own, too, with slight flaring that’s most noticeable in the post-facelift models.

For more than 30 years, BMW repeatedly adjusted the width, height, angle, and spacing of its kidneys, but most models retained the same fundamental formula. Even as the kidneys widened and eventually connected, their proportions remained familiar. That continuity began to unravel with the vertical grilles used by the modern 4 Series, M3, and M4. Whether one likes those newer designs or not, their arrival makes the E36’s importance clearer. Its grille defined what a BMW looked like for generations—myself included—and arguably the brand’s most compelling era.

BMW Concept 8 Series

The 2017 BMW Concept 8 Series occupies a fascinating place in the grille’s evolution. Its wide, connected kidneys were hardly traditional, yet they retained the basic shape that had defined BMWs since the E36 era. Compared with the production 8 Series that followed, the concept’s grille looked lower, sharper, and more intricately sculpted into the surrounding bodywork. It represented one of the last clear evolutions of BMW’s familiar horizontal grille before several models adopted much larger and more controversial alternatives.

And if the story ended there, you probably wouldn’t be reading about the car at all. No one could’ve guessed the design’s longer-term importance. Similar ideas appeared on the G06 BMW X6, which became the first production BMW available with an illuminated kidney grille. That feature has since spread across the lineup and now appears poised to remain part of BMW design during the Neue Klasse era. The Concept 8 Series therefore bridges two periods: the largely consistent grille treatment used from the 1990s through the 2010s and the illuminated, technology-driven front graphics influencing BMW’s next generation.

BMW iX3

The BMW iX3 introduces another major reinterpretation of the kidney grille. Instead of treating it as an isolated pair of openings, BMW uses the kidneys as the center of an almost continuous horizontal front graphic. The lighting elements visually extend outward from the illuminated grille, creating a distinctive face without relying on the enormous vertical openings seen on the 4 Series and M3. It’s a particularly important design because the iX3 establishes the production language for BMW’s Neue Klasse generation.

The smaller grilles feel like a return to form, especially juxtaposed with the aforementioned “beaver teeth” grilles. Of course, any guise of functionality fades, considering Neue Klasse’s focus on electrification. But lighting, sensors, and digital animation breathe new life into a familiar shape. It’s important to note the iX3’s grille comprises two parts: the center, vertical elements, and the horizontal black bars extending out to (and encompassing) the headlights. The result feels recognizably BMW. What’s more, it’s already clearly recreated on the iX5, and the horizontal elements integrated on the BMW i3 sedan. After years of experimentation and some questionable side quests—ahem, BMW XM—the iX3’s grille might mark BMW striking gold. Whether or not the iX3 and its front end design achieves the enduring appeal akin to what the 02 Series and E36 3 Series grilles remains to be seen. But no matter what, the iX3’s grille is as important as it is illuminated.

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The company says it followed a simple philosophy during development: make it a Range Rover first and an EV second. That explains why the electric model looks almost identical to the conventionally powered luxobarge. That said, the familiar design has been subtly optimized for better aerodynamics, with a revised grille, wheels, and underbody. It’s all in the name of efficiency, to squeeze out as many miles as possible from the gargantuan battery. We’ll get to that in a minute.

Underneath the familiar skin is some serious hardware. The Range Rover Electric uses a pair of electric motors delivering a combined 542 hp and a massive 850 Nm (626 lb-ft) of torque. JLR quotes a 0-60 mph time of just 4.3 seconds, making this a seriously quick luxury SUV despite its considerable heft.

More importantly, the electric powertrain is supposed to make the Range Rover even more refined. With no combustion engine running in the background, the cabin becomes an even quieter place to spend time. The instant response of the electric motors should also suit the vehicle’s effortless character rather well. If there’s a luxury SUV out there where the electric treatment makes perfect sense, it’s this one. Well, we’d also add the Rolls-Royce Cullinan.

The Range Rover Electric Gets A Large Battery, But Range Could Be Better

The needed energy comes from a usable 118.5-kWh battery that operates on an 800-volt architecture. Using a 350-kW charger, JLR says the battery can go from 10 to 80 percent in roughly 22 minutes. A 10-minute charging stop can add up to 137 miles (220 kilometers) of WLTP range. Speaking of range, the official WLTP figure is up to 372 miles (599 km). JLR also quotes an estimated real-world range of up to 333 miles (535 km), which is arguably the more relevant number for potential buyers.

That makes the Range Rover Electric considerably more than a short-distance luxury cruiser. For many owners, the company says, the available range should be enough to cover typical daily driving without needing to recharge during the day. Still, range anxiety could pose an issue during extended trips.

It’s Still A Legit Off-Roader

One of the biggest questions surrounding an electric Range Rover was always its capability off the beaten path. JLR doesn’t appear to have compromised here. The electric SUV can wade through up to 900 mm (35.4 inches) of water, while its new traction-management system can react in as little as 50 milliseconds. That’s up to 100 times faster than an equivalent combustion-engine setup. The system continuously manages motor speed and wheel slip, while torque distribution can shift from 100 percent rear-wheel drive to zero percent at the rear axle when necessary. A new Single Pedal mode also makes tricky terrain easier to tackle.

JLR says the Range Rover Electric can pull away on slopes of up to 33 degrees and climb rolling gradients of as much as 45 degrees. A lower center of gravity and twin-chamber air suspension should also give the EV a more planted feel on the road. In other words, this isn’t an electric Range Rover that’s been turned into a pavement-only luxury barge. Whether customers will actually take it off road, that’s a different story.

We’re going to go out on a limb and say the BMW iX7 is highly unlikely to match these off-road chops, as it’s expected to have a more road-focused character. Meanwhile, the rumored rugged “G74” SUV project remains up in the air, meaning Munich may not have a direct answer to the Range Rover Electric.

Predictably Pricey

The Range Rover Electric is available in both short- and long-wheelbase configurations, with SE, HSE, Autobiography, SV, SV Ultra, and SV Black trim levels planned. There’s also a First Edition for those who want something a little more exclusive. And yes, it comes with a suitably hefty price tag. In the UK, the Range Rover Electric starts at £154,070, though you can spec one to over £200,000. In the United States, pricing kicks off at $140,550 and exceeds $270,000 for a fully loaded configuration. Orders are already open, with production taking place at JLR’s Solihull factory.

The Range Rover Electric isn’t the only new contender the BMW iX7 will face from day one when it arrives next year. Hyundai’s luxury brand Genesis recently came out with the GV90, which also walks a fine line between battling the iX7 and Rolls-Royce’s upcoming electric SUV.

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Inside and out, the “NA0” is an all-new model, built on the Neue Klasse platform instead of CLAR. Everything has changed compared with the outgoing “G20,” and this walkaround video highlights the radical transformation of Munich’s best-selling sedan. We’re dealing with the i3 50 xDrive, the only version initially available in Europe. BMW made this First Edition for eager early adopters, bringing presales forward by a few months in response to strong demand.

We think we’ve seen this exact car before, as BMW UK brought it to the 2026 Goodwood Festival of Speed earlier this year. These First Edition cars come well-equipped with the M Sport Package as standard. In fact, we have yet to see the i3 without it. The car featured here has a few extra options, including the larger 20-inch wheels instead of the standard 19-inch set.

Blue Over White

M Le Castellet Blue is a new color and one of just six finishes available for the First Edition. Inside, BMW built the i3 in its most eccentric spec, opting for Digital White artificial leather upholstery with a matching steering wheel. The panoramic glass sunroof with climate comfort glazing is another extra fitted to this car, although it unfortunately doesn’t have a section that slides open.

Pop the trunks, and you get 420 liters in the back and 31 liters in the front. If that’s not enough, the i3 Touring launching next year will let drivers carry more in the rear storage area, while the frunk will likely remain unchanged. If you need a more practical car today and can’t wait for the wagon to arrive, the iX3 crossover is a solid alternative.

And since the i3 is a 3 Series, the electric sedan also serves as a relevant preview of the “G50.” The combustion-engine model should debut in the coming months with an almost identical design inside and out. However, the proportions will change because the frunk will make way for four- and six-cylinder combustion engines. The CLAR architecture will also result in different packaging compared with the electric-only Neue Klasse underpinnings, so the regular 3 Series might not be as spacious or practical as the i3.

The electric sedan entered series production last month at BMW’s Munich plant in Germany, while the 3 Series is expected to hit the assembly line by year’s end in Dingolfing.

Video: SytnerTV / YouTube

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But it was always a car built to plug a hole, not to be the answer forever. That hole is closing with the i3 Sedan (NA0), a Neue Klasse product designed from scratch as a four-door EV, and it already wears the low, tapered roofline that used to be the Gran Coupe’s entire reason for existing. Once BMW builds a car for that job on purpose, there isn’t much of an argument left for keeping the older car.

BMW Already Said This Out Loud

BMW broke the news back in March day during a Q&A session following the NA0’s debut. In a press interview, the firm’s product boss, Bernd Körber, revealed that the i3 will take over. “In the first step, effectively, the i3 is more or less a successor to the i4. But then you will see not something I can talk about today. Then you will see the portfolio unfold over the next years in terms of electric. So more to come. But the i3 will more or less be this kind of successor for the time being.”

Nobody at BMW has put a firm date on the G26’s last day, but we’re hearing potentially late 2026 for the U.S. market and Q1 2027 in Europe.

The i4 Name Isn’t Finished

There’s a bigger pattern here than one discontinued model. For most of the last decade, BMW answered every gap in the lineup by adding another body style to the same platform. The G20-era range alone ran a 3 Series Sedan, a 3 Series Touring, a 3 Series Gran Turismo, and a 4 Series Gran Coupe, four ways to buy roughly the same car with a different roofline glued on. The Gran Turismo was the odd one and was quietly put down after one generation because it split the difference between hatchback and sedan without being convincingly either. The Gran Coupe survived longer and it’s considered a successful model. Neue Klasse reads like BMW is not going to chase every single niche segment. So they are saving the coupe and convertible body styles for customers who actually want a two-door, and keeping the i3 sedan as the four-door EV option.

Losing the Gran Coupe doesn’t retire the badge. BMW is allegedly working an i4 Coupe under the NA2 codename, with an i4 Convertible (NA3) behind it, both on the Neue Klasse platform and both expected around 2028, roughly a year after the Gran Coupe checks out. The Convertible is the more interesting story of the two. With the Z4 gone and the 8 Series Convertible on its way out, the NA3 might be on track to be the only drop-top BMW sells for a while, electric or otherwise.

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Exterior Design

The BMW X3 and Lexus NX use different interpretations of the two-box SUV shape. BMW gives the X3 an upright kidney grille containing vertical and diagonal bars, overlapping L-shaped daytime running lights, and relatively flat body surfaces. Its rear design incorporates T-shaped lighting elements, a roof spoiler, and a rear window mounted flush with the surrounding bodywork. The Lexus retains its spindle-shaped front graphic, with a slight change. The updated model replaces the framed grille with a frameless design integrated into the bumper. New headlights feature slim upper daytime running lights and parallel-bar turn signals. At the rear, repeated L-shaped lighting elements connect to an illuminated Lexus emblem. It’s a decidedly showier than the X3.

The X3 is, however, still the larger vehicle. It measures 4,755 mm (187.2 inches) long, 1,920 mm (75.6 inches) wide, and 1,660 mm (65.4 inches) tall. The NX is 4,690 mm (184.6 inches) long, 1,865 mm (73.4 inches) wide, and 1,660 mm tall. It’s a maximum of 2.5 inches (65 mm) difference, which likely doesn’t translate to a significantly different driving experience. But it does impact overall usability.

Interior Design

Cargo capacity is one of the clearest differences between the two SUVs. BMW lists 31.5 cubic feet behind the X3’s second row and 67.1 cubic feet with the rear seats folded. Lexus has not released final cargo measurements for the 2027 NX, but the outgoing model provides approximately 22 cubic feet behind the rear seats and 46 cubic feet with them folded. The new NX is slightly longer, and its relocated auxiliary battery creates additional underfloor storage, so total capacity should increase modestly.

The X3 includes power-adjustable and heated sport seats upholstered in perforated Veganza. Buyers can add Extended Merino leather, an Alcantara/Veganza combination, or a woven dashboard material made from recycled polyester. The Lexus NX receives power-adjustable and heated front seats as standard. Available features include ventilated front seats, heated rear seats, leather upholstery, a panoramic roof, and a 17-speaker Mark Levinson audio system.

Performance

The BMW X3 and Lexus NX take very different approaches to performance. Every 2027 NX will use either a conventional hybrid or plug-in-hybrid powertrain. The lineup consists of the NX 350h and NX 450h+, with front- or all-wheel drive available on selected hybrid grades. Every plug-in hybrid receives all-wheel drive. Lexus has not yet published final U.S. horsepower or acceleration figures. However, European press releases claim the range-topping NX 450h+ achieves at least 307 DIN hp and a zero-to-60-mph sprint in around 6.1 seconds. The last NX 450h made around 304 hp combined, so it seems like a pretty safe estimate.

Both U.S. X3 models use 48-volt mild-hybrid assistance, an eight-speed automatic transmission, and xDrive all-wheel drive. The X3 30 xDrive produces 255 hp and reaches 60 mph in six seconds. The six-cylinder X3 M50 delivers 393 hp and completes the run in 4.4 seconds. The European X3 20 xDrive produces 208 hp, while the plug-in-hybrid X3 30e xDrive develops 299 hp and reaches 100 km/h in 6.2 seconds. Its WLTP electric range is 81 to 90 kilometers, less than the Lexus’s provisional WLTP figure of “more than 100 km.” We think the X3 is the clear driver’s choice here; the FWD-based NX simply won’t offer the same dynamic thrills.

Technology

The X3 uses BMW’s Curved Display, running iDrive 9 software via a 12.3-inch instrument panel and a 14.9-inch touchscreen. A BMW Interaction Bar spans part of the dashboard, while illuminated trim surrounds the air vents, door handles, and selected controls. The center console retains an iDrive rotary controller alongside a compact transmission selector. Standard equipment includes cloud-based BMW Maps and support for over-the-air software updates. Available technology includes augmented-reality navigation, a head-up display, downloadable apps, and audio or video streaming.

Lexus has completely redesigned the NX dashboard with a stronger horizontal orientation. A 12.3-inch digital instrument display and 14-inch touchscreen sit on the same visual axis, while a continuous lighting strip extends into the doors. Lexus’ Responsive Hidden Switches remain concealed until the driver approaches the panel and provide physical feedback when pressed. (Read: no more physical buttons.) Higher grades also offer Sensory Concierge, which coordinates lighting, audio, climate settings, seat temperature, and an integrated fragrance system. Both cars offer nearly identical driver assistance features, and we’re inclined to call this one a tie.

With the new Lexus NX, Lexus likely hopes to further close the gap between itself and German rivals. Remember, BMW and Lexus sales are very close, with Bavaria only besting Lexus by 3,274 cars in Q1 2026. Incredibly, the NX broke sales records for the brand just as recently. This refresh will probably only help.

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The order spans MINI’s current electric line-up: the MINI Cooper (J01), the MINI Aceman SUV (J05), and the MINI Countryman SE (U25), which shares its format with the BMW X1 (U11). Splitting the fleet across three models lets Accent match specific vehicles to specific roles, since a recruiter driving between local offices has different needs than a manager covering the whole country.

The deal was brokered through Belgian dealer group Dejonckheere. “Mobility plays a crucial role in an organization that connects people, businesses, and opportunities every day,” said Gabriel Goffoy, Head of MINI Belux, adding that the agreement was months in the making. Accent CEO Stijn Vandervorst framed the choice around the company’s Belgium-wide network of local offices: he wanted a European-built brand that would let employees “travel smoothly, pleasantly, and proudly” to meet clients and candidates across the country.

What It Signals For MINI’s Electric Push

Size aside, the order is notable for what it says about MINI’s electric strategy. The brand currently sells the Cooper and Aceman alongside combustion and plug-in hybrid variants, but the electric versions are taking on growing importance, and Accent’s fleet is entirely electric. Production is split geographically: the electric Cooper and Aceman are built on a platform developed jointly with China’s Great Wall Motor, while the electric Countryman comes from BMW’s plant in Leipzig, Germany. That means a single fleet order like this one draws on two different manufacturing bases and, in the Countryman’s case, a different underlying technical concept than its Cooper and Aceman stablemates.

For MINI, a 500-car order from a single fleet customer is also a signal that the brand’s appeal extends past private buyers who want a small, expressive car for themselves. Fleet and corporate business has traditionally been a smaller part of MINI’s volume than it is for larger BMW models, so a deal of this scale — and one built entirely around electric variants — points to fleet demand catching up with the brand’s broader push toward electrification.

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