The joint position, which Reuters reported on Friday, goes further than the European Commission’s December proposal. That proposal also set 90%, but it wanted carmakers to cover the gap with low-carbon steel and alternative fuels. In exchange for dropping that requirement, Paris got stricter “Made in Europe” rules for subsidies and public procurement, with Britain treated as a trusted partner. German Chancellor Friedrich Merz said the combustion engine ban is now history.

What Does The Franco-German Deal Mean For BMW?

For BMW, the timing is close to perfect. Seventeen days before the deal, Munich revealed a G50 3 Series that looks like the electric i3 but keeps its gasoline engines on the CLAR platform, while the i3 rides on dedicated Neue Klasse hardware. That split is what BMW calls Technology Openness. Former CEO Oliver Zipse told shareholders in May 2025 that “E-mobility as the sole technology leads to a dead end.”

The new 3 Series launches with mild-hybrid four- and six-cylinder engines, including a 437-hp B58 inline-six in the M350 xDrive, and adds a plug-in hybrid in 2027. The G65 X5 offers gasoline, diesel, plug-in hybrid, electric and, from 2028, hydrogen power. The facelifted G70 7 Series just gained the 570-hp V8 M760 xDrive, and a combustion G84 M3 arrives in 2028 alongside the electric one.

Those cars would have spent most of their lives on sale under the old rules anyway. What the deal changes is the next round. Without a hard 2035 cliff, BMW has a reason to fund another CLAR generation for Europe instead of writing off a platform and engines it has already paid for. None of this makes BMW an EV laggard. The group delivered 110,257 fully electric cars in the third quarter, and one in three BMW Group cars delivered in Europe was a BEV.

Porsche, Audi, And Mercedes Are Already Backpedaling On EVs

BMW’s rivals are getting to the same place by reversing. Former Porsche CEO Oliver Blume admitted that making the Macan electric-only was a mistake, and Porsche plans a combustion compact SUV by 2028. Audi no longer treats its 2021 promise to stop launching combustion models in 2026 as fixed. Mercedes-Benz scaled back its plan to go electric-only where possible by 2030 to about half its sales, and Ola Källenius expects combustion models to stay well into the 2030s.

Why The Combustion Engine’s Reprieve Has Limits

The leftover 10% is a fleet average, and it won’t stretch far. Plug-in hybrids with long electric range will soak up most of it, which is why BMW asked Berlin in February to keep the rules for rating PHEVs from getting stricter. Running CLAR and Neue Klasse side by side also costs money that a single-platform rival doesn’t spend.

None of this is law yet, either. Other EU members and the European Parliament still have to sign off, and a final text is unlikely before early next year. Anna Krajinska of Transport & Environment called the plan a “historic mistake,” and her group calculates it would cut the EV share of new-car sales in 2030 from 57% to 43%. Our best guess is a European BMW lineup in 2040 that’s overwhelmingly electric, with CLAR-based combustion cars and plug-in hybrids, and maybe some six-cylinder M cars as the exceptions. That’s far from an inline-six in every 3 Series, but it’s more than the 2023 law left room for.

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

Known internally as the “NA1,” the long-roof EV appears to be nearing production-ready form. The prototype wears camouflage at the front and rear, but the body panels and lighting seem close to their final specifications. Frankly, we’re not sure why BMW is still covering up the front end, as it’s expected to look virtually identical to the i3 Sedan.

The real changes happen at the rear. As expected, the Touring gets a longer roof and a redesigned tailgate to accommodate its more practical body style. The slim taillights appear to carry over from the sedan, although the disguise makes it difficult to see every detail.

Is BMW Deleting The Separate Rear-Glass Opening?

One thing that stands out is the apparent absence of a separate rear-glass opening. BMW has offered this handy feature on the 3 Series Touring since the E46 generation arrived in 1999, but it looks like the electric successor will follow the larger 5 Series Touring and drop it. We’ll have to wait for an undisguised car to know for sure, but the latest prototype offers little reason for optimism.

The i3 Touring will share just about everything with the i3 Sedan. That means the wagon should benefit from the same improvements in efficiency, range, and charging performance that distinguish the new electric sedan. The latter can travel up to 912 kilometers (567 miles) on a charge in the WLTP cycle. However, expect the Touring to sacrifice some range because it will likely be heavier. It may also be less aerodynamic, resulting in a further range penalty.

Much like the exterior, the cabin should follow the same Neue Klasse formula, with a 17.9-inch central touchscreen and Panoramic Vision projecting information across the lower portion of the windshield. The new operating system and simplified dashboard design will also carry over, giving the wagon a cabin that looks decidedly different from that of the outgoing G21. Yes, the iDrive rotary knob is history.

BMW Could Launch A 3 Series Touring With Gas Engines

BMW confirmed the i3 Touring during the electric sedan’s world premiere in March, when former CEO Oliver Zipse briefly showed its silhouette. The company later announced it would build the model at its historic Munich plant alongside the i3 Sedan. Production is expected to begin in the second half of 2027, making a market launch that year possible. However, BMW hasn’t announced an exact reveal date or detailed the full lineup.

Another key part of this story: BMW is considering a combustion-powered 3 Series Touring, internally known as the “G51,” to sit alongside the electric i3 Touring. If it gets the green light, the two wagons will likely share much of their exterior design but use fundamentally different architectures. The electric model will ride on the Neue Klasse platform, while its gasoline-powered sibling will retain the CLAR architecture and offer gasoline and plug-in hybrid powertrains. Touring and diesel used to go hand in hand, but the new 3 Series Sedan doesn’t offer an oil burner, so the wagon might not either.

The conventional 3 Series Touring hasn’t received official confirmation yet, but Munich has made it clear the Touring body style still has a future. That’s welcome news in an era when automakers seem determined to turn practically everything into an SUV. BMW should also give us another electric wagon next year when it updates the i5 Touring with a mid-cycle facelift, bringing a Neue Klasse makeover shared with the ICE-powered 5er wagon.

Video: PrototypeHunters / YouTube

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

The carbon-fiber front splitter is one of the kit’s standout features. Unlike a fixed aerodynamic add-on, you can manually deploy it when it’s time to hit the circuit. It works with the front diffuser as a single unit to increase downforce, while an additional scoop beneath the front engine oil cooler helps improve heat dissipation during hard driving. The splitter is intended for track use only, as it isn’t road-legal when extended.

Another part of the demonstration focuses on fitting the front canards, also known as aero flicks. These small aerodynamic elements work alongside the wheel-arch diffusers to increase downforce on the front axle. Together, they improve steering response and grip through fast corners. Each canard attaches with two screws, but a BMW dealer must first install the required mounting points.

The Rear Wing Is Lifted From BMW M Motorsport’s Race Cars

The video also shows how to adjust the rear wing. Inspired by the M4 GT4 EVO and GT3 EVO, the swan-neck design can move back up to 50 millimeters. Owners can also adjust its angle of attack. These changes let drivers tweak the aerodynamic balance between the front and rear axles for different circuits. The wing even incorporates a brake light, a somewhat unusual touch for such an aggressive piece of hardware.

The M Performance Track Kit does more than give the M2 a more aggressive appearance. BMW has developed a complete package that combines aerodynamic upgrades with a specially tuned, adjustable suspension system.

The threaded suspension features four-way adjustable rebound and compression damping, adjustable support bearings, and ride-height adjustment of up to 20 millimeters. It also uses a motorsport-derived Through Rod Damping System (TRDS), which BMW describes as the first special motorsport damper system of its kind to receive road approval.

Better Aero, But Only For The Rear-Wheel Drive M2

BMW expects the kit to generate about 200 kilograms (124 pounds) of additional downforce across both axles at 124 mph (200 km/h), though the company says it will release exact figures after further wind-tunnel testing. BMW developed the aerodynamic components in its wind tunnel, with chassis development test engineer and driver Jörg Weidinger overseeing the final fine-tuning.

The result is a more configurable M2 designed for drivers who want to get serious about track days without giving up the ability to drive home afterward. The kit is approved for road use in Germany under a parts type approval, but owners should check local regulations before assuming the same applies in their country.

BMW says the M Performance Track Kit will be available in early 2027. It will be sold only as a complete package, rather than allowing customers to order individual components separately. Replacement parts for existing kits will still be available. For now, the goodies are exclusive to the rear-wheel-drive M2.

Video: BMW / YouTube

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

In rare cases, BMW is reportedly willing to pay some employees more than €650,000 to leave, according to a new report. At current exchange rates, that works out to about $730,000. The voluntary departure program also includes bonuses for early leavers and extra perks for certain workers, including discounts on cars after they leave.

As previously reported, Germany’s largest premium automaker wants to cut around 8,000 jobs by the end of next year as it looks to reduce costs and streamline its organization. However, the generous severance offers have proved so popular that BMW has reportedly had to prioritize processing the expressions of interest it has already received.

According to Handelsblatt, which obtained a confidential sample termination agreement, some employees have been offered six-figure payouts, with individual cases reportedly exceeding €650,000. Predictably, BMW declined to comment on specific severance amounts or contractual details, so the highest figures should be treated as reported individual cases rather than standard offers.

BMW Is Offering A ‘Turbo Bonus’ For Employees Who Leave Early

BMW is giving eligible employees two departure dates to choose from: March 31, 2027, and October 31, 2027. Those who agree to leave earlier can receive an additional payment called the “Turbo Bonus,” encouraging them to decide sooner rather than later.

The company relies on mutual consent, meaning neither side can force the other to agree to leave under the voluntary program. The amount offered to each employee reportedly depends on individual circumstances, with age, salary, and years of service likely playing important roles. BMW says it determines the terms individually using consistent principles, but the sample agreement does not disclose a universal formula.

Employees can also choose how to receive their severance payments. The five options include a lump sum, installments, contributions to an existing retirement savings account, payments into an existing direct insurance policy, or a combination of these methods.

Some Employees Could Keep Their BMW Perks

Money isn’t the only incentive. The report says the agreement also gives certain departing employees benefits that extend beyond their final day at work.

Employees who turn 55 by the program’s end on October 31, 2027, may qualify for selected benefits available to BMW retirees. These include preferential terms when purchasing new or used BMW vehicles.

The program also includes provisions for company cars. Some employees in higher non-tariff pay grades may be allowed to purchase their final company vehicle under the applicable rules. Those in certain higher grades could even be eligible to buy a second car in the month they leave.

BMW’s program initially hit a technical issue when employees rushed to access their personal offers, temporarily overwhelming the internal HR portal. The company later confirmed that interest was high and is now prioritizing submitted expressions of interest.

In other words, BMW is offering substantial sums to shrink its workforce. Still, the unexpectedly strong response suggests that many employees are at least curious about what life beyond the company might look like. The bigger challenge will be reducing costs without losing the experience and expertise BMW needs to develop its next generation of cars, which may include a flagship SUV positioned above the X7.

Source: Handelsblatt (subscription required)

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

With its debut still some way off, the test vehicle remains heavily camouflaged, with a black-and-white disguise concealing almost every body panel. Even so, these spy shots reveal a few interesting details about BMW’s flagship SUV as development progresses.

At first glance, the prototype retains the upright proportions that have defined the X7 since its introduction. The long hood, tall roofline, generous ground clearance, and boxy rear end leave little doubt about which BMW we’re looking at. The front end is particularly interesting. Although the camouflage conceals the finer details, the prototype appears to retain the current model’s split-headlight arrangement and massive kidney grilles.

View this post on Instagram

Does BMW Really Need An Even Larger SUV Than This?

The side profile also reveals a substantial body with relatively conventional proportions. Black multi-spoke wheels fill the arches, while the extensive disguise makes it hard to judge how much the new X7 will grow compared with today’s model. It also makes us wonder just how big the X9 would be if BMW approves it for production.

At the back, the black strip stretching across nearly the entire width suggests that the second-generation X7 could retain the split tailgate. However, BMW fooled us before with X5 prototypes, only for the production G65 to lose the practical layout. It’s too soon to say whether the three-row G67 will follow the same path.

Although this prototype lacks a combustion engine, the new X7 will offer plenty when it goes official. Expect a rich mix of gasoline and diesel inline-six engines, alongside a big ol’ V8 for the M Performance version. A future ALPINA-badged model, reportedly known internally as the G69, should also have eight cylinders under the hood, considering the 7 Series G72 arriving next year will feature a V8. As with today’s model, a plug-in hybrid is unlikely.

BMW X7 Is (Partially) Entering The Neue Klasse Era

For now, these Italian spy shots offer another glimpse of a flagship SUV that’s steadily moving toward production. Expect some Neue Klasse design cues on the outside, bringing the X7 in line with the recently facelifted 7 Series. Similarly, the sedan’s screen-heavy dashboard should carry over to its SUV counterpart, complete with a 14.6-inch front-passenger screen and a massive 31.3-inch display for rear-seat occupants.

And if BMW gives the X9 the green light, it’ll offer more of everything when it arrives toward the end of the decade or in the early 2030s. First, BMW needs to roll out the new X7 before deciding whether Americans really need something even bigger. Honestly, my European mind cannot comprehend the appeal of an SUV larger than the X7, which I already find enormous. Then again, BMW knows its audience better than I do.

Photos: kindelauto / Instagram

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

Our exclusive walkaround video gives you a closer look at the full-size luxury sedan, from its sporty exterior details to its upscale cabin. While the M760 isn’t a full-fat M car, it adds a welcome dose of traditional performance to a lineup increasingly defined by electrification. The headline news is what’s under the hood, where, curiously, the engine cover lacks the M badge. We’re used to seeing the fabled letter on the latest M Performance cars, but here it’s surprisingly absent.

Anyway, BMW has installed its twin-turbocharged 4.4-liter V8 in the M760 xDrive, giving the flagship sedan 563 horsepower from the latest S68 engine. The 7 Series has never been all about straight-line acceleration, but this one hits 60 mph in just 3.5 seconds. That’s seriously quick for a car designed primarily to ferry passengers in first-class comfort rather than chase lap times at the Nürburgring.

It’s Technically The First-Ever M760

Despite having almost the same name as the M760e xDrive, the new V8 model is substantially different. It uses a conventional combustion powertrain rather than pairing a smaller inline-six gasoline engine with an electric motor. BMW hasn’t electrified its flagship just to chase a bigger combined output figure.

Speaking of naming, BMW sold the pre-facelift model as the 760i, but has since dropped the “i” suffix from its gasoline-powered models, reserving that letter for electric vehicles. The new car also takes a different approach to performance. Rather than reviving the V12-powered M760i from the previous-generation 7 Series, BMW has opted for an eight-cylinder engine. You can still get a BMW Group product with a V12, but only by stepping up to a Rolls-Royce.

The BMW 7 Series Gets A $14,000 Paint Job

Our featured car wears BMW’s most expensive paint option: Tanzanite Blue and Frozen Tanzanite Blue, an extra $14,000 in the United States. As the name suggests, the finish combines matte and glossy versions of the same color, separated by a Rolls-Royce-style coachline. As you can imagine, this special treatment requires additional time to complete the car.

Elsewhere, the M760 xDrive gets the M Sport Pro treatment as standard, along with M-specific mirrors, a quad-exhaust setup, and mighty 22-inch wheels. BMW gives both ends a more aggressive look and adds a few more M badges to make it clear this isn’t a run-of-the-mill 7 Series. But it’s still a 7 Series, after all. The idea is to look suitably expensive when pulling up to a five-star hotel, not as though the chauffeur has accidentally driven into a pit lane.

Inside, the M760 xDrive follows the 7 Series formula: generous space, high-end materials, and a technology-heavy dashboard. Our walkaround car features a cashmere-and-leather interior, with carbon-fiber trim adding a sportier contrast to the otherwise luxurious surroundings.

The M Sport steering wheel gets a red 12-o’clock marker, while the red-accented shift paddles provide another performance-inspired detail. BMW has also added M-specific content to the iDrive X infotainment system, including dedicated graphics and lighting touches that distinguish the V8 model from less powerful versions.

Not Quite An M7, But Close Enough?

BMW has no plans to turn the 7 Series into a full-blown M car, so don’t hold your breath for an M7. Instead, the M760 xDrive occupies the M Performance niche, combining a more potent engine with sportier styling and chassis upgrades while preserving the flagship’s luxury-first mission.

It also gives BMW a more diverse range of high-performance options. The M760 xDrive caters to buyers who want a conventional V8, while the M760e xDrive offers plug-in hybrid power, and the electric i7 M70 xDrive serves those who prefer to ditch gasoline altogether.

BMW ALPINA Will Level Up The 7 Series Next Year

As compelling as the M760 xDrive looks, it won’t remain the ultimate V8-powered 7 Series for long. BMW ALPINA has confirmed that its first model will be a V8-powered 7 Series with bespoke tuning.

Reportedly known internally as the G72, the ALPINA model should build on the M760’s mechanical foundations while emphasizing effortless performance, long-distance comfort, and bespoke luxury. Think less about outright sportiness and more about covering hundreds of miles without breaking a sweat.

That should give the two cars distinct personalities, especially since ALPINA has hinted at exclusive exterior styling tweaks and interior upgrades. If the stunning Vision BMW ALPINA coupe is any indication, the G72 7 Series should narrow the gap to the Rolls-Royce Ghost, although the latter still has a big ol’ V12.

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

Simply called the Mercedes-AMG GT SUV, it arrives a couple of years before BMW reportedly slaps the M badge on an all-electric X5. Essentially an SUV version of the Mercedes-AMG GT 4-Door Coupe revealed earlier this year, it shares the same design language, screen-heavy interior, and hardware as its low-slung sibling. It rides on the AMG.EA platform, developed from the ground up for high-performance AMG electric vehicles.

The new Mercedes-AMG GT SUV will launch in three versions: GT 53, GT 55, and GT 63. The entry-level model uses two synchronous electric motors, one on each axle, producing a combined 536 hp and 800 Nm (590 lb-ft) of torque. That’s hardly a slow starting point for the lineup. The GT 55 steps things up with three axial-flux electric motors delivering 805 hp and 1,860 Nm (1,372 lb-ft).

An SUV That’s Supercar Powerful And Quick

At the top of the range, the GT 63 cranks output up to a monumental 1,153 hp and 2,000 Nm (1,475 lb-ft). Both higher-performance models use two rear-axle motors, allowing more precise torque distribution between the rear wheels. The flagship sprints to 62 mph (100 km/h) in as little as 2.7 seconds. Keep accelerating, and you’ll reach 124 mph (200 km/h) in 6.8 seconds, with the top speed electronically limited to 168 mph (270 km/h) when equipped with the optional Driver’s Package.

Those figures put the GT 63 SUV firmly in supercar territory. The catch, of course, is that you’re achieving them in a vehicle measuring more than five meters (16.7 feet) long and weighing up to 2,695 kilograms (5,942 pounds). Physics hasn’t been repealed, but AMG is clearly hoping to negotiate with it.

Mercedes-AMG isn’t just chasing impressive acceleration figures. The company also wants its electric SUV to deliver repeatable performance without overheating after a couple of enthusiastic launches. To that end, the GT SUV gets an 800-volt electrical architecture and a high-performance battery featuring cylindrical cells with direct oil cooling.

The AMG GT SUV Goes 415 Miles On A Single Charge

There are two usable battery capacities: 106 kWh and 128 kWh. The smaller pack supports DC charging at up to 600 kW, while the larger battery raises the maximum to an eye-watering 710 kW. Under ideal conditions, the system can add up to 450 kilometers (280 miles) of WLTP range in just 10 minutes.

A 10-to-80% charge takes approximately 11 minutes with the smaller battery and 12 minutes with the larger one. The GT 63 offers a maximum WLTP range of up to 700 kilometers (435 miles), depending on the battery configuration. The GT 53, meanwhile, can cover up to 668 kilometers (415 miles) on the European test cycle.

Naturally, those charging figures depend on finding a compatible high-power station that can deliver the advertised output. That’s a fairly big caveat, considering how rare 710-kW chargers remain. Still, the technology should help make charging stops less painful as the infrastructure catches up.

Active Suspension And Rear-Wheel Steering

A powerful electric drivetrain is one thing, but making a heavy SUV handle like a proper AMG is another. Mercedes-AMG has developed a new suspension system with active pitch and roll stabilization. Rather than relying solely on conventional anti-roll bars, the system uses active hydraulic elements to control body movements while balancing comfort and handling.

Rear-wheel steering also helps the GT SUV feel more agile than its dimensions and hefty weight might suggest. The fully variable all-wheel-drive system distributes torque between the axles as needed. At the same time, the three-motor versions can vary torque between the rear wheels to improve traction and cornering behavior.

Aerodynamics also play a role. An active roof spoiler and adjustable aerodynamic elements manage airflow depending on speed and driving conditions. The body has a drag coefficient of 0.27, an impressive figure for a performance SUV with such a wide stance and muscular proportions.

The GT SUV measures 5,084 millimeters (200.2 inches) long, 2,001 mm (78.8 inches) wide, and up to 1,656 mm (65.2 inches) tall, with a wheelbase of 3,040 mm (119.7 inches). In other words, this isn’t some compact crossover wearing an AMG badge. It’s a sizeable machine that aims to deliver sports-car responses without sacrificing everyday usability.

Faking A V8 Soundtrack

Here’s where things get interesting for the AMG faithful. Mercedes-AMG has gone to considerable lengths to make the electric GT SUV sound and feel more like a traditional performance car. The company offers a simulated V8 soundtrack for the GT 55 and GT 63, while the base GT 53 gets a synthetic six-cylinder sound.

The experience goes beyond piping artificial engine noises through the speakers. The package also includes simulated gear changes, steering-wheel paddles, and seat vibrations, giving drivers more sensory feedback than a conventional EV. What a time to be alive, right?

Some enthusiasts will appreciate the effort, while others may wonder why an electric vehicle needs to pretend it’s burning gasoline. After all, a genuine AMG V8 has never struggled to make its presence known. But with combustion engines gradually disappearing from the performance-car landscape, Mercedes-AMG clearly believes there’s still a market for the theater, even if the soundtrack is now generated electronically.

A High-Tech Cabin With Room For The Family

Inside, it’s a veritable screen fest. A 10.2-inch digital instrument cluster sits ahead of the driver, while a 14-inch central touchscreen handles infotainment. An additional 14-inch display for the front passenger is available for those who want to turn the dashboard into a digital billboard.

Practicality hasn’t been forgotten. The SUV offers 607 liters (21.4 cubic feet) of luggage space behind the rear seats, expanding to 1,740 liters (61.4 cubic feet) when the rear seats are folded. There’s also a 111-liter (3.9-cubic-foot) front storage compartment and a separate 78-liter (2.8-cubic-foot) frunk.

The sloping roofline gives the GT SUV a sportier silhouette than a traditional boxy SUV, but Mercedes-AMG insists it still offers generous passenger space and easy access. An optional panoramic glass roof adds another touch of luxury.

How Much Will It Cost?

Mercedes-AMG will open orders for the GT 53 SUV in Germany on October 20, with prices starting at €113,050. The more powerful GT 55 and GT 63 versions will follow in spring 2027, with pricing yet to be announced.

The new electric SUV is scheduled to arrive at U.S. dealerships in summer 2027 as a 2028 model year vehicle. Mercedes-AMG hasn’t released American pricing yet, but the range-topping version won’t come cheap.

BMW’s Electric X5 M Isn’t Coming Until 2028

An electric X5 M (G95) remains an anticipated rival, not a confirmed direct competitor. Still, prototypes have been spotted, and the prospect of a high-performance electric SUV from Munich makes this an interesting development for BMW fans.

Based on our sources, the X5 M will arrive in 2028 alongside a V8-powered version, echoing the M3 strategy, with both inline-six and electric models in the pipeline.

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

View this post on Instagram

The windows are the oddest part. The car has wind-up windows, yet the center console carries the switches for electric windows. It’s not a combination BMW would have put in a brochure, and it suggests a car assembled by hand from the parts bin rather than one finished to production spec.

BMW presented the Compact at the end of 1993 and put it in showrooms in April 1994, as a 3 Series hatchback about 23 cm (9 inches) shorter than the sedan. BMW Group Classic says it was aimed at the Golf class, at younger buyers or families shopping for a second car, and priced as the brand’s new entry point. To hit that price, BMW reused plenty of E30 hardware, including the older car’s semi-trailing-arm rear suspension and parts of its interior. In the UK, a 316i Compact cost £13,650 in 1995, about £2,000 less than the previous cheapest way into a BMW. American buyers only got it as the 318ti.

Our guess is that the price is what kept this car a one-off. Two extra doors mean new door tooling and more cost on a model whose job was to be the cheapest BMW, and a five-door hatchback would have crowded the 3 Series sedan and Touring that already covered family buyers.

BMW didn’t sell a five-door hatchback until the E87 1 Series, which debuted at the Paris Motor Show in September 2004. The E46 Compact that arrived in 2000 stayed with three doors, and when the 1 Series finally came, BMW launched the five-door first and added a three-door in 2007.

BMW Classic Now Holds Two One-Off E36 Compacts

The five-door isn’t the only Compact BMW kept for itself. In 1996, BMW M built an M3 Compact with the S50B32 3.2-liter inline-six from the European M3, rated at 316 hp (236 kW). It weighed 150 kg (331 pounds) less than the M3 Coupe, and BMW even lent it to magazines such as Auto Motor und Sport to test, yet the board never approved it. It now lives in BMW Group Classic’s collection in Munich.

The two cars stretch the Compact in opposite directions, one with far more power than the chassis was designed for and the other with more doors than the price allowed. The M3 Compact has been filmed and written about for years, while the five-door 316i stayed out of sight until now. Of the two, it’s the one we’d have bet against existing.

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

It’s the best i7 yet, and I think it’s worth the money. It’s also a car with a foot in two eras. The cabin up front comes from BMW’s newest EVs, while the 400-volt architecture, the 250-kW charging ceiling, and the rear-seat software carry over, and having just driven the iX3 and iX5, I noticed the gap.

The Back Seat Is Still The Reason This Car Exists

The whole 31.3-inch Theater Screen is now fully touchscreen, and a new Zoom app uses a built-in camera and cabin microphones to turn the back seat into a meeting room. YouTube and other streaming apps keep kids busy on long drives. But the best fix is the simplest one: the old HDMI port left cables dangling, which looked out of place in a six-figure limousine, and the new one sits neatly at the bottom edge of the screen for a laptop, an iPad, or a PlayStation (with an inverter for power).

With the Executive Lounge seat, the front passenger seat slides forward and the rear seat reclines into something close to a bed, which I tested with a nap. BMW plans to add a fridge built into the rear seat and a work table next year. What hasn’t changed is the software. The door-mounted touch tablets and the Theatre Screen interface are the same as before, which feels odd next to the new dashboard.

Gen6 Cells Arrive, But The 400-Volt Architecture Stays

Underneath, the i7 still rides on CLAR, the platform it shares with the combustion 7 Series. BMW worked with Rimac to fit Gen6 cylindrical cells, the same type used in the iX3, into the existing floor space in place of the old prismatic cells. Usable capacity grows from 101.7 kWh to 112.5 kWh with no cargo penalty, and energy density is up 20 percent.

BMW estimates more than 350 miles of EPA range, up from 311 miles, and up to 728 km (452 miles) on the WLTP cycle. Peak DC charging rises from 195 kW to 250 kW, and a 10-80 percent charge takes 28 minutes. That’s a big step for a 400-volt car, but the 800-volt iX3 charges at up to 400 kW and the iX5 at 460 kW, so a $61,500 BMW crossover now charges faster than the flagship.

The motors carry over from the Gen5 eDrive and still make a combined 536 hp and 549 lb-ft. BMW quotes 0-60 mph in 4.6 seconds. My car matched that at 4.6 seconds, or 4.5 seconds with a one-foot rollout.

Comfort Mode Floats, But Sport Mode Tightens Everything

Mercedes-Benz built the S-Class around luxury and prestige, and the i7 now comes very close to it there. The 7 Series is still the one to buy if you also want to enjoy the drive, though nobody should expect it to move like a smaller BMW.

On flowing California mountain roads, Comfort lets the i7 float, with noticeable body roll. Turn-in is still easy, and the steering is light, which means less effort at the wheel but more input to place the car. That’s the right setting for daily driving.

Sport is where the 7 Series tightens up. The air suspension firms and drops the body 10 mm, the steering gets heavier, and a boost function sharpens the response when you floor it. BMW’s synthesized driving sound also changes tone. I leave it on, because in a car this quiet and quick it tells you how hard the car is working, and the i7 reaches illegal speeds in very little time.

Even in Sport, the ride stays supple, yet body control is excellent, and that’s when the i7 stops feeling its size and weight. The front end feels light and mechanical grip is strong. The new steering wheel’s rim isn’t oversized either, which makes the car feel more maneuverable than a limousine has any right to.

The spread between modes is still narrower than in the iX3 and iX5, where BMW pulled them further apart. BMW made small changes to soften Comfort a bit, but the i7 doesn’t change character between settings the way the Neue Klasse cars do. Flooring it from 70 mph brings the instant shove you’d expect from 536 hp and 549 lb-ft, and the car is as happy on a mountain road as in a straight line.

Regen settings carry over: Adaptive, Low, Medium, High, and B for one-pedal driving. In my car’s Sport setup, recuperation was set to Low, so the friction brakes did most of the stopping, and they’re easy to modulate. B mode is aggressive enough that you feel yourself pitch forward when you lift, which helps range but can make passengers car sick. I’d leave it in Adaptive, which can also slow the car for traffic ahead and coast on open roads. Regen blending still isn’t as smooth as in the Neue Klasse cars, which have newer motors and the Heart of Joy central computer.

Rear-Axle Steering And Air Suspension Do The Heavy Lifting

Every 7 Series rides on two-axle air suspension with individually controlled dampers, and the i7 also uses Integral Active Steering. At low speeds, the rear wheels turn opposite the fronts, which BMW says cuts the turning circle by about 0.8 meters. At higher speeds, they steer up to 3.5 degrees with the fronts for stability.

You feel both ends of that. On a tight city street with a lane blocked, the i7 made a full-lock turn in one go. On the highway, rear steering settles abrupt lane changes by countering what the front wheels are doing, which the people in the back will appreciate. My car also had active roll stabilization, which BMW bundles in its optional Adaptive Chassis Control Professional with 48-volt active anti-roll bars.

The new battery didn’t add much weight (about 23 kg / 50 lbs), so BMW left the air suspension tuning largely alone, and the ride is the best thing about the car. I don’t usually compare a 7 Series to a Rolls-Royce Ghost, but no 7 Series before this one has come as close to how a Rolls-Royce feels on the road. The BMW is smaller and lighter, and it changes direction more willingly.

A Neue Klasse Dashboard With One Annoying Exception

Panoramic iDrive projects information across the base of the windshield, a 17.9-inch central touchscreen replaces the old curved display, and the iDrive controller is gone. After enough time in these cars, I now follow navigation on the Panoramic Vision strip rather than the head-up display. The new center screen sits closer to the driver, and everything on it responds to touch.

Making room for the projection meant lowering the windshield by about 40 mm and reworking the hood to keep noise down, BMW told me. On a phone app at 70 mph, I measured 60 to 61 decibels with a little wind noise. It’s not a lab test, but this is the quietest 7 Series I’ve been in.

The standard 14.6-inch passenger screen is for entertainment only. A driver-monitoring camera tracks the driver’s eyes and head, and if you look at it for more than a second, playback pauses with a warning. I tried different glasses and angles and couldn’t fool it, though BMW engineers told me some polarized lenses could be an edge case.

The annoying exception is the air vents, which you now aim through the touchscreen. There are shortcuts for direct and indirect airflow, but it’s slower and less safe on the move than a physical toggle, and I’ve had the same complaint in every one of these new BMWs.

Elsewhere, glass controls handle the start button and seats, the Alcantara-covered wireless pad is raised so phones should run cooler, and the dash is wrapped in leather, which suits a 7 Series better than the vegan or cashmere options. My car’s M Sport wheel has spokes at four and eight o’clock, with a 12-and-6 design available. BMW’s first digital rearview mirror is offered alone or bundled with the Theater Screen, which blocks the rear window when it’s down. The image is sharp with no visible lag, though I mostly used the regular mirror.

Hands-Free Highway Driving That Takes Orders From Your Eyes

On the freeway, BMW’s Highway Assistant drives hands-free, activated through haptic “shy tech” buttons on the wheel. When the car suggests a lane change, a glance at the side mirror confirms it, and the i7 signals and moves over by itself. It can also take an exit: it asks you to touch the wheel briefly, then steers you off the ramp. With no traditional instrument cluster, a driver-monitoring camera embedded in the rear-view mirror keeps watch and shuts the system off if it can’t see your eyes on the road. It behaved just as it does in the iX3 and iX5.

A New Face Fixes The 7 Series’ Biggest Design Problem

The G70’s face was its most controversial feature at launch, and BMW didn’t take a light touch. The new hood has creases that echo Neue Klasse and a raised center section with some Rolls-Royce Ghost presence. The kidney grille is slimmer and more upright, and the split headlights stay but look far more resolved, with optional crystal elements in the daytime running lights. It finally looks the way a 7 Series should: big, upright, and expensive.

The profile carries over aside from new door handles, which replace the old confusing round button with a simple push or pull. At the back, slimmer taillights sit in blacked-out housings on M Sport cars, and the trunk release moves into the lights. My car rode on 21-inch aero wheels, and 22s are available for the first time. BMW Individual’s new Dual-Finish paint can pair, for example, a Tanzanite Blue metallic on top with matte Frozen Tanzanite Blue below.

Is The 2027 BMW i7 60 xDrive Worth $124,700?

The i7 60 xDrive starts at $124,700 before a $1,550 destination charge, and I think it’s worth it. BMW usually limits an LCI to new bumpers, lights, colors, and trims. This one brings a new face, a new cabin, a bigger battery, faster charging, and slightly better efficiency. Over a mixed loop of mountain roads, highway, and city traffic, I averaged 2.9 mi/kWh, with the new energy widget showing the drivetrain using 77 percent of it. At 2.9 mi/kWh, the 112.5-kWh usable battery works out to about 326 miles, but that includes some spirited driving. A full range test will have to wait.

It isn’t the right i7 for everyone. Range-focused buyers will get more from the iX5, which BMW now estimates at 450 miles EPA. Anyone who wants an engine note should look at the 570-hp V8 M760 xDrive, and the 449-hp i7 50 xDrive at $106,200 is the cheaper way in. For everyone else, the i7 60 xDrive is the middle ground. BMW’s next 7 Series will likely go fully Neue Klasse, and until then, this is about as much of that future as BMW could fit on the old platform.

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

The timing is hardly coincidental. BMW faces mounting pressure from domestic automakers that have become increasingly competitive in the electric-vehicle market. The German luxury brand is responding by accelerating its product rollout and bringing more of its latest technology to China, its largest single market.

The Neue Klasse is at the center of this strategy, but BMW isn’t simply betting on a handful of electric vehicles to turn things around. The company wants to apply its next-generation technologies across a broader range of products, many of them developed specifically for Chinese customers.

BMW Preparing Facelifts And Next-Gen Cars

Introducing 20 new and updated models in roughly 14 months is an ambitious target, even for a company with BMW’s resources. However, the figure shouldn’t be interpreted as 20 completely new nameplates. The rollout includes updated vehicles alongside new models incorporating Neue Klasse technologies. In other words, both facelifts and next-generation cars are on the way.

BMW has already given us a few clues about what’s coming. A product roadmap revealed earlier this month points to many upcoming vehicles. The camouflaged models could include the next-generation iX1 Long Wheelbase, the next 3 Series Long Wheelbase, and facelifted versions of the 5 Series and i5 in their stretched configurations. These identifications remain educated guesses rather than confirmed additions to the lineup.

The new BMW iX3 and i3 will also play important roles in the company’s plans, with long-wheelbase versions tailored to local preferences. China remains a market where rear-seat space matters most, making extended-wheelbase derivatives a natural fit for BMW’s strategy. The same applies to the larger SUV featured here: the stretched X5 and its electric iX5 counterpart.

The upcoming models will need to offer more than familiar styling and a premium badge, though. Chinese buyers have become accustomed to rapid advances in infotainment, driver-assistance systems, and electric powertrains. BMW’s challenge is to deliver those features without losing the driving characteristics that have traditionally set its cars apart.

BMW’s New EVs Are Doing 1,000+ Kilometers Without Stopping To Charge

During the same event, BMW also highlighted the capabilities of its long-wheelbase electric i3. As we reported this week, the prototype completed a 1,213-kilometer (754-mile) trip without recharging. That’s even farther than the stretched iX3, which covered 1,030 kilometers (640 miles) on a single charge a few months ago.

These tests underscore the potential benefits of combining a more energy-dense battery with efficiency improvements and better vehicle integration. The battery alone doesn’t tell the whole story; the electric drivetrain, aerodynamics, thermal management, and software all contribute to how far an EV can travel.

BMW Wants To Build Almost Everything Locally

BMW’s ambitions extend beyond flooding the Chinese market with new models. The company wants to manufacture more than 95% of the vehicles it sells in China locally by the end of the decade. It’s also exploring exporting China-built vehicles to other Southeast Asian markets.

The strategy makes sense in a market where local brands have gained ground with products designed around Chinese customers’ expectations. Developing vehicles closer to those customers can help BMW respond faster to changing tastes while making greater use of the country’s established supplier network.

However, a bigger lineup and more local manufacturing won’t automatically guarantee success. BMW still needs to convince buyers that its vehicles offer something worth paying a premium for, particularly as domestic competitors continue to improve their technology and expand their model ranges.

The next wave of launches will therefore be crucial. With 20 new and updated models planned by the end of 2027, BMW is committing substantial resources to its Chinese business. It needs every success it can get after years of falling sales, with 2026 shaping up to be one of its worst years in about a decade.

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

BMW representatives shared the revised figure during the launch of the fifth-generation X5 in California. John Kelly, BMW’s product manager for luxury vehicles, told InsideEVs that the electric SUV is now expected to go a bit farther. He added that the official EPA rating is expected in the coming weeks, so we’ll have to wait a little longer to see whether the production model lives up to that target.

It’s a welcome development for BMW’s first-ever electric X5, especially since the company had already set the bar pretty high. Getting well over 400 miles (644 kilometers) from a large, extremely heavy luxury SUV is no small feat, and the iX5 has the hardware to do it.

The BMW iX5 Has A Huge Battery Pack

Of course, that wouldn’t be possible without BMW’s largest battery ever installed in a production model. The iX5 60 xDrive uses a massive 144-kWh pack featuring Gen6 technology and cylindrical cells. Compared with prismatic cells, these offer 20% higher energy density, turning the combustion-free X5 into a proper long-distance cruiser.

As we reported earlier this week, more evidence suggests BMW may have been conservative with its initial range estimate. During a real-world drive from San Francisco to Newport Beach in Southern California, the iX5 covered 500 miles (805 kilometers) on a single charge. At the end of the trip, it still had enough energy left to travel another 50 miles (80 kilometers).

That suggests a theoretical total range of 550 miles (885 kilometers), an impressive achievement for an SUV weighing more than 6,200 pounds (2,800 kilograms). Of course, we don’t know the average speed, route conditions, or how much efficiency-focused driving was involved. As a result, replicating that distance in everyday use is unlikely. Still, the test shows what’s possible, potentially alleviating some of the range anxiety you might still have.

The iX5 Could Be Followed Shortly By An iX7

You’ll have to wait a little longer to drive home in the iX5. BMW dealers won’t have it until the first quarter of next year. Pricing starts at $81,250, including destination and handling fees but before any options. If you need a third row, you’re out of luck because the G65-generation X5 comes exclusively with five seats. However, the second-generation X7, debuting in 2027, is widely expected to spawn an electric iX7.

Looking ahead, BMW is considering an even larger SUV for North America, possibly called the X9. However, it’s too early to know whether the project will get the green light. Even if it does, it’s premature to know whether an electric version is coming, though it would make sense.

Meanwhile, between the iX5 and iX7, BMW sees no reason to keep the iX in the U.S. The company has already ended allocations, but the electric SUV will remain available in other markets until around mid-2028.

Source: InsideEVs

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

What The Untamed Edition Actually Changes On The Countryman

The lift adds almost 20 mm (0.75 inches) of ground clearance, and MINI recalibrated the ABS, stability control, and steering to work with the new suspension and tires. In the US, the package is offered on the S ALL4 and the electric SE ALL4, both on steel springs. In Europe, pedestrian-protection rules limit the lift to the EV, which also gets passive adaptive dampers.

Outside, there’s a grille with vertical slats, protective film against rock chips on the hood and sides, and colors that include a matte Frozen Nomad Blue. Inside, you get rubber floor mats, elastic straps on the center console to hold a phone, rock-pattern fabric, and Untamed badges. The rest is standard Countryman, right down to the drive modes, Go-Kart included.

How It Handled A Rocky Lake Tahoe Off-Road Course

The course is harder than it looks on camera. Early on, one wheel lifted off the ground in a deep hole, and the traction control almost instantly sent power to the tires that still had grip. In a sharp, rutted turn, the Countryman lost momentum and sank into a hole, then climbed out with a little more throttle. On the last big climb, it stalled on top of a rock and needed a short roll back and a faster second run to get over.

The steep descent near the end, at close to 20 degrees of pitch, was the hardest part, and the Countryman got down without scraping its underbody. Guides spotted us through the trickiest sections, and a Jeep ahead of us on the same trail wasn’t finding it easy either.

Is The Countryman Untamed Worth $5,000 Over A Base S ALL4?

The Untamed package costs $1,600, but it requires the $3,400 Iconic trim with Comfort Package Plus. That puts a Countryman S ALL4 Untamed at $43,900 before destination ($45,250 with it), or $5,000 more than a base S ALL4. MINI hasn’t announced pricing for the electric version, and US deliveries are expected to start in the first quarter of 2027. An Autohome roof tent is sold separately.

On the road, you pay for it with tire noise, more road texture through the steering wheel, and a slightly firmer ride than a standard Countryman. None of it bothered us in town, and we’d make that trade. The regular Countryman is a sensible family crossover, while the Untamed looks like something you buy because you want one. Our complaint is that MINI stopped short on both the suspension and the styling. The Countryman is already MINI’s best-seller in the US, and if the Untamed sells, MINI has a reason to build something more extreme.

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

Unlike the naked F 450 R revealed earlier this month, the RR is coming here. The M Sport is the top trim of the four BMW offers in Europe. Every US bike gets the white and M Motorsport livery, Shift Assistant Pro, the adjustable Sport suspension and Riding Modes Pro as standard. The black Base and red Sport stay in Europe.

The bike was built around Europe’s 48-hp A2 license, and in Germany it starts at €7,250. It’s also the first small RR BMW has sold there. The single-cylinder G 310 RR, essentially a rebadged TVS Apache RR 310 with 34 PS, stayed in India and China. The styling comes from the S 1000 RR. It has a nose-down, tail-up stance, winglets, asymmetrical side panels with gills on the right only, and a split face with the bigger bike’s daytime running light signature.

The Same 420 cc Twin As The F 450 GS, Retuned For A Sportbike

The liquid-cooled twin comes from the F 450 GS. Its crankpins are offset by 135 degrees, a layout BMW claims no other motorcycle uses, and a gear-driven balance shaft ahead of the crank cuts vibration. It has two overhead cams, four valves per cylinder on rocker arms, a 72 x 51.6 mm bore and stroke, and 13.0:1 compression, so it wants premium fuel.

For the RR it gets its own tune, magnesium clutch and transmission covers, and a stainless-steel under-belly exhaust with two catalytic converters. Output is 48 hp (35 kW) at 8,750 rpm and 32 lb-ft (43 Nm) at 6,750 rpm, with 80 percent of the torque available by 3,000 rpm. A six-speed gearbox with a hydraulic anti-hopping clutch drives the rear wheel through an X-ring chain.

Those figures sit exactly at the A2 ceiling. The license, open to 18-year-olds in Germany, caps output at 35 kW and power-to-weight at 0.2 kW/kg. The RR comes in at about 0.198 kW/kg, so A2 riders don’t need a restrictor kit.

BMW quotes a road-ready weight of 392 lb (177 kg) and calls the power-to-weight ratio outstanding for the class. That claim needs an asterisk: Aprilia’s RS 457 makes the same 35 kW and weighs 386 lb (175 kg) at the curb. Brands don’t always measure curb weight the same way, though.

BMW lists 0-62 mph in 5.6 seconds and a 110-mph top speed, about 5 mph more than the F 450 R. Fuel economy is 61.9 mpg on the WMTC cycle, and the 3.69-gallon tank is good for more than 217 miles (350 km). Service intervals are 6,214 miles (10,000 km).

A Steel Space Frame, KYB Suspension, And A Single Brembo Front Disc

The chassis also comes from the F 450 GS: a welded tubular steel space frame with the engine as a stressed member. The RR gets a 55.3-inch wheelbase, a 23.4-degree steering head angle and 4.3 inches of trail. It measures 78.8 inches long and 30.3 inches wide at the mirrors.

Up front is a gold-anodized 43 mm KYB upside-down fork, adjustable for rebound and compression on the US-spec M Sport. At the back, a hollow-cast aluminum swingarm works a directly mounted KYB shock with adjustable preload and rebound. Both ends get 5.5 inches of travel, and the cast wheels wear 110/70-17 and 150/60-17 tires.

A single 310 mm disc with a Brembo four-piston monobloc caliper handles the front, and a 240 mm disc with a ByBre single-piston caliper handles the rear. Lean-sensitive ABS Pro is standard.

One front disc and a steel frame shared with an adventure bike show where BMW saved money. This is a road sportbike that can handle a track day, not a race bike with mirrors, and at this price that’s a fair trade. The track details are there anyway:

• A shift pattern that flips to first-up GP
• Forged aluminum levers and side stand
• Passenger peg brackets that bolt on, so they can come off
• A central under-belly exhaust that frees up cornering clearance

Seat height is 31.1 inches (790 mm), with accessory seats 0.79 inches higher or 0.59 inches lower. The clip-ons mount to a forged aluminum triple clamp.

Electronics, The Easy Ride Clutch, And BMW’s Four Trim Levels

Every F 450 RR gets Rain, Road and Race modes, ABS Pro, engine drag torque control and Dynamic Traction Control, which can be switched off. Dynamic Brake Control ignores the throttle under hard braking.

The 6.5-inch TFT pairs over Bluetooth with a phone and helmet communicator without an app. The free BMW Motorrad Connected App adds turn-by-turn arrows, and optional navigation prep supports full maps through BMW’s ConnectedRide accessories. LED lighting, a USB-C port and heated grips are standard, which on a supersport is a very BMW touch.

Riding Modes Pro, standard on the M Sport, adds a Race Pro mode with separate throttle, traction control and ABS settings. It also adds Sport screens for lean angle, braking force and traction control, and a lap timer. Shift Assistant Pro, BMW’s two-way quickshifter, is standard on the M Sport too.

The optional Easy Ride Clutch, part of the $330 Innovation Package in the US, uses a centrifugal unit that engages with engine speed. With the quickshifter, the RR can be ridden without touching the clutch lever, which stays for when you want it. The clutch stays closed on overrun to keep engine braking and only opens at idle, so the engine can’t stall.

Outside the US, BMW offers four trims:

• F 450 RR Base: Cosmic Black
• F 450 RR Sport: Racing Red, adds Shift Assistant Pro and the Sport suspension (sold as the Exclusive in some markets, including the UK)
• F 450 RR M Sport: Snaefell White / M Motorsport with a white frame and M Motorsport wheel decals, adds Riding Modes Pro
• F 450 RR M Sport with Innovation Package: the M Sport plus the Easy Ride Clutch

Like the other 450s, the RR is built by TVS Motor Company in Hosur, India, which also builds BMW’s G 310 models.

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

Finished in Individual Frozen Purple Metallic, the flagship sedan certainly won’t blend into the background. The matte purple paint gives the enormous luxury sedan a distinctive look, while the Smoke White leather interior provides a bright contrast. It’s an unusual combination for an executive car, but that’s precisely what makes it interesting. We’re growing tired of the black-on-black spec.

BMW has made the refreshed 7 Series more customizable than ever, with more than 500 exterior colors and combinations and roughly 700 interior configurations available. Individual options include everything from special paint finishes to premium upholstery and unusual material combinations. As we previously reported, customers can even commission a virtually one-off G70 LCI through BMW Individual Manufaktur if the regular catalog doesn’t offer enough choice.

This 2027 BMW 7 Series Is A Configurator’s Dream

The M Sport Professional Package adds a sportier edge to the otherwise stately sedan. It brings M Sport exterior and interior content, Shadowline exterior trim, extended Shadowline details, M Shadowline headlights, black M Sport brake calipers, and an M rear spoiler. The illuminated kidney grille and crystal-effect daytime running lights add extra visual drama, while the 21-inch M Aero cross-spoke 1098 M wheels fill the arches.

It’s a generous helping of M-inspired styling without stepping up to a full-fat M Performance model. By the way, three such models already exist: the M760e, i7 M70, and the newly released V8-powered M760. There’s something particularly appealing about pairing that aggressive look with a standard 7 Series, if we can even call this spec “regular.”

Okay, matte paint isn’t for everyone, especially given the extra care these finishes require, but it suits the 7 Series’ imposing proportions. It also shows why BMW’s Individual program is worth exploring if you’re spending serious money on a luxury sedan.

Bavarian Luxury Cocoon

We don’t have interior photos yet, but we do have the next best thing: the build sheet. Inside, the Smoke White theme should create a bright, airy cabin that contrasts with the purple exterior. BMW also fitted Alcantara interior trim and optional glass controls, adding material variety rather than relying exclusively on leather and glossy surfaces.

The extensive equipment list makes it clear that this 740 is configured for occupants who expect to be pampered. Both front and rear passengers get heated and ventilated seats, with massage functions at both ends of the cabin. The rear seats also offer electric reclining and footrest adjustment, complemented by multifunction seating and an Executive Lounge rear center console.

An illuminated ceremonial light carpet welcomes passengers, while the panoramic Sky Lounge LED roof adds atmosphere after dark. Climate-comfort laminated glass helps create a more pleasant cabin, and automatic doors make it easier to get in and out of this enormous sedan.

Screen Extravaganza

The rear compartment also gets the stately 31.3-inch Theater Screen, turning the 7 Series into a rolling entertainment lounge. Up front, the standard-fit 14.6-inch Passenger Screen gives the person sitting beside the driver a dedicated display. It reminds you the 7 Series isn’t just a luxury car for someone who enjoys driving. The extra screen, also available on the new X5, caters to occupants who prefer to let someone else take the wheel.

The G70 LCI introduces a major technology overhaul, borrowing elements from BMW’s Neue Klasse generation of vehicles. BMW Panoramic Vision projects information across the base of the windshield, while the 3D head-up display provides additional driving information. Traditionalists will be disappointed to hear the iDrive rotary knob is gone, and most physical controls are too. The future is apparently multiple layers of screens.

The facelifted 7 Series still has a few tricks up its sleeve. In 2027, BMW ALPINA will introduce its own take on the G70, internally known as the G72. From what we’ve heard, it’ll feature exclusive exterior and interior changes, along with bespoke V8 engine tuning. And yes, there should also be a fully electric ALPINA version based on the i7 M70.

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

The car in question is chassis number 28 of 50, and it’ll cross the auction block at Broad Arrow’s Zurich Auction on November 7. The event will take place at The Dolder Grand in Switzerland, with the auction house estimating the car could fetch between CHF 900,000 and CHF 1.2 million, equivalent to around €1.3 million or $1.5 million at current exchange rates. That’s a lot of dough for a BMW, but this isn’t your average M car.

The 3.0 CSL was BMW’s way of celebrating 50 years of M while paying tribute to the original E9-based coupe that helped establish the division’s motorsport credentials in the 1970s. Based on the M4 CSL, the modern interpretation received extensive bespoke bodywork to give it a look of its own.

All 50 Cars Had An Identical Retro-Flavored Spec

Finished in Alpine White with the familiar M stripes, the coupe channels the spirit of the original Batmobile. The oversized rear wing is impossible to miss, while gold wheels and yellow daytime running lights add further character. BMW also used carbon-fiber-reinforced plastic for numerous body components, reinforcing the car’s motorsport-inspired focus.

Under the hood sits a twin-turbocharged 3.0-liter inline-six producing 553 horsepower. That’s a modest increase over the M4 CSL, but it’s enough to make the 3.0 CSL the most powerful six-cylinder, gas-only BMW in history. The transmission makes an even bigger difference to the driving experience. Rather than relying on an automatic gearbox, engineers gave the coupe a six-speed manual that sends power exclusively to the rear wheels. As a result, it also holds the title of the most powerful three-pedal BMW ever.

In a world increasingly dominated by automatic gearboxes and electrification, the 3.0 CSL stands out for its relatively old-school approach. It combines a high-output straight-six with three pedals and rear-wheel drive, a formula that should appeal to deep-pocketed enthusiasts who believe driving engagement matters just as much as outright performance.

Extremely Low Miles And A BMW F1 Connection

The car’s low mileage is another major selling point. With so few miles on the clock, this example has spent considerably more time being preserved than driven. The auction listing describes it as a highly original example, making it an appealing proposition for collectors. Heidfeld’s ownership adds another layer of interest.

The German driver competed in Formula 1 from 2000 to 2011 and raced for BMW Sauber during the team’s most successful period. The sale includes several additional items, including an owner’s book numbered 28/50, a 1:18-scale model, original documentation, and a design sketch signed by BMW designer Viktor Bär. These extras further distinguish the car from other examples of an already rare model.

Wherever the car ends up, its next owner will have a choice: keep it tucked away in a climate-controlled garage as an investment-grade collectible or take advantage of that manual gearbox and enjoy what BMW M created it to do. Given the mileage so far, we’d wager the first option is more likely. If it were ours, we’d drive the heck out of it.

A full photo gallery is available at the source link below. Source: Broad Arrow Auctions / Photos published with approval from Broad Arrow Auctions / Photographer: Tim Scott]

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