Here’s the thing: we’re not putting the E30 on this list. Not because it doesn’t deserve to be — of course it does — but because saying the E30 M3 is your favorite BMW M3 is a bit like saying your favorite Beatles album is Abbey Road. You’re probably right, and it’s almost certainly the correct answer, but it’s also the safe one. The E30 set the template: lightweight, perfectly balanced, naturally aspirated, rear-wheel drive, driver-focused to the point of being uncompromising. The motorsport homologation car that became a road car legend. It’s perfect, and you already know it.

So let’s talk about the three we actually argue about.

E36 M3 (1992–1999): The One That Deserves More Credit

Here’s the unpopular take: the E36 M3 might be better than the E30 for most people who actually drive their car. The E36 gets dismissed constantly, usually by people who either never drove one or drove one next to a mint E30 and let nostalgia do the talking. Yes, it’s heavier than its predecessor. Yes, the American market got the weaker S50US engine rather than the European S50B32.

And yes, if you’re in the US and you got the S50US, you missed out — more than you probably realize. The gap between the American spec and the Euro S50 isn’t just a horsepower number. The European engine ran individual throttle bodies, which gave it a throttle response and intake sound the US version simply couldn’t match. Braking was better too, thanks to floating discs.

The clutch travel was shorter, gear changes were crisper, and the steering components were different enough to affect how the car handled. Then there’s the ECU and the five-bar fuel system, which made the Euro engine faster to respond and easier to tune. And for anyone who worked on these cars, INPA and DIS compatibility on the Euro spec made diagnostics and maintenance a completely different experience.

Those are real criticisms. But spend a week in an E36 M3 and you start to understand what BMW got right, even in the US-spec.

The car is balanced in a way that’s deeply satisfying rather than nervously twitchy. The S50 engine — 3.0 liters, six cylinders, naturally aspirated — pulls cleanly and rewards you for working it. The chassis communicates everything. And unlike the E30, which demands your full attention and a certain mechanical sympathy, the E36 lets you relax slightly without ever becoming boring. It’s the M3 you could genuinely live with every day, take on a long weekend drive, and still feel like you’ve driven something special when you get there.

It also helped establish what the M3 would become: a proper four-seat sports car rather than a barely-legal track car with license plates. That’s not a concession — it’s what made the M3 relevant for the next three decades.

The E36 is the underdog generation, and it’s been underrated long enough.

E92 M3 (2007–2013): The Last Naturally Aspirated V8, and Nothing Like It Since

Some things only happen once. The E92 M3 happened to get a 4.0-liter V8. BMW put the S65 engine in the E92, a high-revving naturally aspirated V8 and the result was something that has no successor and no real equivalent in the current lineup. 414 horsepower, redline at 8,400 RPM, and a sound that still gives enthusiasts pause when they hear it on video. It doesn’t sound like a sports car. It sounds like a racing engine that someone was kind enough to make street-legal.

What made it special wasn’t just the power. Naturally aspirated engines have a character that turbocharging, however good it has become, still doesn’t fully replicate. The throttle response is immediate in a way that feels almost telepathic. The power builds linearly through the rev range, so you’re always chasing that next 1,000 RPM. There’s no surge, no lag, no waiting — just the engine doing exactly what you ask, exactly when you ask it.

The E92 M3 also came in a coupe body that still looks right. Clean, muscular without being aggressive, with proportions that BMW hasn’t quite matched since.

It was the first and last M3 with a V8. BMW moved to a turbocharged inline-six for the F80, and they’ve never looked back. For a lot of people, that was the moment the M3 stopped being one thing and became something slightly different — more powerful, but different. The E92 is the line in the sand, which is exactly why it belongs on this list.

F80 M3 (2014–2018): Especially the CS

The F80 was controversial when it launched. Turbocharged, heavier than the E92, a twin-scroll inline-six where the V8 used to be. A lot of people wrote it off before they drove it.

Those people were wrong.

The S55 engine in the F80 produces 431 horsepower in standard tune, 444 in Competition spec, but the number that changed everything was the torque: 406 lb-ft, available low in the rev range in a way no naturally aspirated M3 ever could manage. On a public road, in real driving conditions, the F80 M3 Competition is faster than almost anything you’d encounter and more fun to drive than the spec sheet suggests. The turbo response is sharp enough that lag is rarely an issue, and the low-end punch makes the car feel alive in situations where the E92 would have needed more commitment and more revs.

The sound is different — not better than the V8, but not the disappointment people expected. The S55 at full song has its own character, aggressive and racing-like, in a way that suits the car’s attitude.

The design of the F80 deserves more credit than it gets. The wider fenders, the muscular rear haunches, the proportions that manage to look aggressive and composed at the same time — it’s a proper-looking M car, and with a few years of distance, it holds up better than the polarizing styling choices BMW has made more recently.

But the M3 CS is the version that turned the F80 into something genuinely special. BMW reduced weight aggressively — carbon fiber roof, lighter wheels, stripped-out interior options — and pushed power to 453 horsepower. The result was a car that Car and Driver, Road & Track, and virtually every publication that drove it called one of the best M cars ever built. Not just best M3s. Best M cars. The chassis balance is near-perfect, the steering is communicative, and the combination of available power and mechanical grip gives you a car that rewards the driver at every level of commitment.

The M3 CS is the kind of car that makes you reconsider everything you thought you knew about turbocharged performance cars. It’s not a concession to turbocharging — it’s proof that turbocharging, done properly, can produce something extraordinary.

What’s Your Favorite BMW M3 Generation?

Those are our three. The underrated E36, the irreplaceable E92 V8, and the F80 CS that proved the turbocharged era could produce a genuine M3 legend.

Now it’s your turn. Forty years of the M3 means a lot of generations, a lot of opinions, and a lot of people with strong feelings about which one got it right. Which M3 generation is your favorite, and why? Let us know in the comments.

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

The BMW iX Drives Like a BMW

The fully electric BMW iX never tried to mimic an internal-combustion car. We’re thankful; it’s all the better for it. Much to everyone’s surprise, the iX didn’t abandon the brand’s dynamism. That natural BMW-ness — balance — is what made it compelling. Beneath that Predator mask of a grille sits a chassis that feels composed, deliberate, and engineered with driver confidence in mind.

BMW iX M60 Oxidgrau

The steering, while lighter than traditional BMW hydraulic setups, remains precise. Importantly, it’s even pretty talkative — more so than much of the current lineup, anyway — and consistent. There’s a natural progression, and the iX resists the floaty, disconnected sensation that plagues many large vehicles regardless of powertrain. Credit the low center of gravity from its battery pack and well-judged suspension tuning that leans toward control rather than excess softness. Perhaps most notably, the iX does all this while remaining eminently comfortable. The cabin is a serene place to spend your miles. While the silent EV powertrain definitely does some of the heavy lifting here, it’s also a continued credit to the chassis wizards at BMW.

Despite being arguably more 7 Series than sports car, the iX manages to not leave you wanting for speed, either. Generous, immediate, and uninterrupted power, combined with the car’s natural surefootedness, makes dropping the hammer still feel like an event, even with no engine noises. Especially when courting the iX M70. It may not chase performance figures outright, but it carries the same sense of engineered intentionality that defines BMW’s best efforts. For a large electric SUV — BMW’s first, mind you — it’s an achievement.

Gimmicks and Features: The iX is Interesting

New range-topping models — which the iX sort of was — typically introduce one or two new features that become somewhat central to brand identity. BMW went a little off-script with the iX, then. The iX brought a handful of never-before-seen features to the public. Some were subtle, others gimmicks, most were useful. Regardless, together they reflected a willingness to rethink familiar elements.

Take the electrochromic sunroof. Instead of a conventional shade, the glass itself transitions from transparent to opaque at the push of a button. Its usefulness cannot be overstated — especially as someone formerly of the American Southwest, where 300+ days of sun each year can have you feeling a bit…heated by the middle of the summer. Strictly functional upgrade over a regular sunroof? Perhaps not — and as our iX xDrive45 long term review indicated, something else for the kids to wonder aloud/demand answers to. Then there’s the “self-healing” kidney grille. Because the iX doesn’t need traditional airflow for a combustion engine, the grille becomes a panel housing sensors and driver-assistance hardware. Its polyurethane coating can absorb and recover from minor scratches, which sounds like a small detail until you consider how exposed that surface is in daily use.

Even mundane tasks were rethought. The washer fluid refill is cleverly hidden behind a roundel on the hood, preserving the clean design while making access intuitive. Of course, none of these features individually redefine the segment. But collectively they signal a design philosophy that values integration and user experience over spectacle. In fact, all were part of a “Shy Tech” initiative BMW started around the time the iX launched. If “Shy Tech” sounds familiar, it’s because BMW continues to talk a lot about it when discussing our next topic: the Neue Klasse cars.

The BMW iX Previewed the Future

More than anything — and clearer today than when the car debuted — the iX served as a rolling thesis for BMW’s electric future. Long before the BMW Neue Klasse models begin arriving, the iX laid much of the conceptual groundwork. Its interior pushed toward a reductionist aesthetic we see further refined in the NK cars. Fewer buttons, increased reliance on a central display, and an emphasis on open space and sustainable materials.

Externally, the iX experimented with cleaner surfaces and a more monolithic form. Unlike the BMW i4, which debuted alongside the iX, the iX is a standalone model not based upon an ICE-powered model. While its design sparked debate and continues to divide audiences, it undeniably broke from legacy proportions. Are Neue Klasse cars the spitting image of the iX? Of course not. But the familial resemblance is there; looking back, it will be clear where on the timeline the iX sits.

In hindsight, the iX feels, fittingly, like a bridge. It connected BMW’s past — defined by driver engagement — with a future shaped by electrification and software. Even as it exits the U.S. market after 2026, its influence will persist in the vehicles that follow.

Don’t Cry Because It’s Over…

On a personal note, the iX (along with the i4) was one of the first EVs I drove that didn’t sport a Tesla badge on the back of it. I was truly blown away by how the car drove. I simply couldn’t believe that something this heavy and missing an engine — an area BMW has always excelled — felt so “related” to benchmark contemporaries like the G20 3 Series and G01 X3. I’m sad BMW chose to end the iX a little early in the U.S., even if I understand the rationale. As the iX3 production ramps up, it’s clearer than ever that the model has big shoes to fill. Even if (technically) a separate segment, it will at least momentarily be the sole EV SUV you can buy from Bavaria. In the U.S., anyway. Hopefully the iX3 keeps greatness in the family.

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A veritable time capsule, this 2011 car has just 725 miles (1,167 kilometers) on the clock. It looks as if it just rolled off the assembly line, even though that happened 15 years ago. The naturally aspirated 4.0-liter “S65” engine is paired with a six-speed manual gearbox. This M3 generation was also offered with a seven-speed dual-clutch automatic transmission, co-developed with Getrag. Like naturally aspirated engines, the DCT also belongs to a bygone era.

Getting back to the car at hand, this M3 E92 comes in Jet Black with a matching leather interior. With a carbon roof, a limited-slip differential, and gorgeous 19-inch wheels (Style 359), it has all the features you’d want. The future owner won’t need to change the tires, as the Michelin Pilot Sport rubber has a 2025 manufacturing date.

It’s a single-owner car originally ordered through BMW’s European Delivery program, which was discontinued in September 2020 in the wake of the coronavirus pandemic. We previously covered the car when it appeared at a Texas dealer for $94,990. Now, they’re selling the car through Bring a Trailer.

As a sign that it’s been well cared for, there’s paint protection film (PPF) on the front bumper, headlights, mirror caps, and the leading sections of the hood and fenders. As impressive as the condition is, we hope the buyer will actually drive it. It’s a shame for such an enthusiast car to spend most of its life locked away in a garage. Then again, the owner can do whatever they please with it.

It’s currently listed on BaT at $61,500, but with four days left, expect the price to climb before the auction ends. Whether it will reach six figures remains to be seen, but this is an exceptionally rare opportunity to own a near-new M3 E92 with a clean Carfax report.

Its modern-day equivalent? There isn’t a direct match in today’s lineup. You could opt for a manual M4 Coupe starting at $83,550 before options, but the $70,350 M2 is actually closer in size to the M3 E92.

Source: Bring A Trailer

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Fresh imagery from Slovakia puts the spotlight on the M2 CS, a limited-edition model for which BMW has also introduced an optional upgrade. Owners can swap the standard exhaust system for a titanium setup that sheds about 8 kilograms (nearly 18 pounds). It’s visually distinguishable by tailpipe trims made of a carbon-titanium composite.

Although BMW still hasn’t said how many M2 CS units it will build, we expect the production run to hover around 2,000 vehicles. Output at the San Luis Potosí plant in Mexico is expected to end sometime this summer. A few months later, assembly of a different M2 variant will begin. Yes, the long-rumored xDrive is arriving this year. Whether an all-wheel-drive M2 CS will follow remains unclear, though we wouldn’t be surprised, considering the larger M4 CS sends power to both axles.

Rest assured, the G87 isn’t going away anytime soon. BMW is reportedly set to continue production until the second half of 2029, giving the second-generation M2 roughly three more years of lifecycle. Order books will likely close earlier that year, but there’s still plenty of time to secure a build slot. We believe the manual gearbox will survive until the very end, making the M2 one of the last three-pedal BMWs in history, alongside the M4. Meanwhile, the M3 is expected to go automatic-only for the G84 generation arriving in 2028.

Hopefully, the M2 xDrive will be followed by additional derivatives. A two-seater, rear-wheel-drive M2 CSL with a manual gearbox would be an instant hit among enthusiasts and collectors alike. For now, though, we’ll have to wait and see whether M is willing to build the ultimate purist’s M2.

Photos: Samuel Zaťko / Instagram

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Now we’re seeing what that future looks like. At the center of the new structure is Bovensiepen Automobile, the new luxury-car arm responsible for the Bovensiepen Zagato. The limited-run grand tourer, designed by Zagato and built in Buchloe, produces 611 horsepower, uses a carbon-fiber-heavy body, and requires more than 250 hours of hand assembly per car. Production of the first customer cars is scheduled to begin in the second half of 2026.

Will Continue To Work With BMW

The rest of the business is meant to give the company a broader base. Bovensiepen Engineering will continue development work, including services for BMW Group. Buchloe will also now operate as an authorized BMW Service location, while Bovensiepen Certified Cars will focus on specialist used and classic cars. The company is also expanding its parts business, backed by a new logistics hub that went into operation earlier this year, according to the release.

The company remains led by Andreas and Florian Bovensiepen, and just as importantly, it says it remains committed to Buchloe. That part matters. For enthusiasts, Buchloe is more than a location. It is where decades of ALPINA history were built, refined, and shipped out into the world. Official company information still lists the Bovensiepen operation in Buchloe under the family’s leadership.

There is a workforce element to the restructuring as well. Bovensiepen says personnel changes will be handled mainly through natural turnover, expiring fixed-term contracts, retirement-related agreements, and a limited number of transitional arrangements for around 60 employees.

So even though ALPINA belongs now to BMW, but the Bovensiepen family is not stepping away from the car business. Instead, it is building a new future around its own name, with Buchloe still at the center of it.

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What makes this genuinely useful is who it opens up Plug & Charge to. Until now, the feature was mainly relevant to drivers who already had a dedicated charging contract. This new approach works for anyone logged in with a BMW or MINI account: tourists, company car drivers, fleet vehicles where multiple people rotate in and out.

The rollout starts with Mer Germany and covers more than 1,400 charging points across Germany and Austria, running on Hubject’s Plug&Charge infrastructure. More operators and additional countries are on the way through the rest of 2026.

Plug & Charge has been a long time coming. For EV plug and charge to work, the EV manufacturer, the charging station, and EV charging network must all have ISO-capable hardware and software in place Chargie — which is why widespread rollout has taken years despite the standard existing since 2014. Getting those three parties aligned across hundreds of operators and dozens of car brands is genuinely hard.

In the U.S., the Plug & Charge is available on all BMW electric vehicles and through a Shell Recharge account, the user can charge at various station networks, even Tesla, by simply plugging in.

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Much like the electric GLC, the first C-Class without a combustion engine gets a pillar-to-pillar screen. Although cars with generous screen real estate typically use individual displays placed side by side, this is a single-piece setup. Mercedes isn’t willing to disclose its size just yet, but it likely isn’t far off the GLC’s gargantuan 39.1-inch display. We wouldn’t be surprised if it shares the same diagonal.

For now, Mercedes isn’t going into detail about technical specifications. However, the three-pointed star does say the C-Class EV is built on a dedicated electric platform. BMW made a similar move with the i3, which rides on the Neue Klasse architecture instead of sharing the CLAR platform with the next-generation 3 Series (G50). However, the previous i3 Sedan, sold exclusively in China, was based on the same platform as its gasoline-powered counterpart.

Logic suggests the electric C-Class will borrow the GLC’s 94-kWh battery pack. In the SUV, it delivers up to 713 kilometers (443 miles) of range in the WLTP cycle. As seen with the i3, a sedan’s sleeker shape typically translates to greater efficiency than an equivalent crossover.

The new BMW i3 is rated at up to 900 kilometers (560 miles) on a single charge, whereas the iX3 tops out at 805 kilometers (500 miles). Similarly, the electric C-Class is expected to surpass its SUV sibling in range. Like the i3 sedan, the electric C-Class should arrive in rear- and all-wheel-drive configurations with single- and dual-motor versions.

Mercedes CEO Ola Källenius calls it the “most spacious and most intelligent C-Class ever.” The superlatives don’t stop there, as it’s also described as the “best and sportiest C-Class ever.” Interestingly, the car has apparently been “shaped by extensive customer feedback,” although it remains to be seen whether most buyers actually favor the all-screen layout. Some physical buttons remain, but, as in the i3, the center console is largely devoid of them.

Whether a wagon version will follow to rival the i3 Touring remains unclear. As a refresher, Mercedes already offers an electric CLA Shooting Brake. The C-Class EV will debut Monday during a dedicated event in South Korea, with sales likely to begin before the end of the year.

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The local dealer is putting its best foot forward by showcasing high-end builds with M Performance Parts. Some of the cars even come in Individual colors, including a few matte (Frozen) finishes. While the tricked-out M2 is the star of the event, the M3 Touring with the center-exit exhaust would be our pick of the M lineup.

Among the many M cars, there’s also an intruder hiding in plain sight. Eagle-eyed readers will spot a 5 Series in 540d guise with a six-cylinder diesel engine. However, even that isn’t an ordinary car, as BMW has equipped it with carbon-fiber body add-ons and 21-inch M Performance wheels.

Considering the M Performance Parts catalog continues to expand, a dedicated website is long overdue. These extras aren’t available through the regular configurator, so you’ll have to visit a dealer to discover what BMW has in store. While the company has a separate site for Individual colors, a similar page for M-branded accessories would be a welcome addition.

Ideally, M Performance Parts would be integrated into the standard configurator, much like some Individual colors. Most upgrades are exclusive to M Performance and M models, but some parts are also available for lesser models. Many of these items enhance styling, though some deliver tangible performance benefits.

For the M2, the new M Track Kit includes a manually adjustable carbon-fiber front splitter. It can only be deployed on a circuit, as it’s not legal for public roads. The swan-neck rear wing is also manually adjustable, and the package adds suspension and chassis upgrades, among other modifications.

Sadly, the special M-color livery shown here isn’t available to purchase. BMW is charging €23,500 (plus tax and installation costs) for the M Performance Track Kit in Germany. The package goes on sale in July.

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These electric motors power the iX3, an electric crossover currently built exclusively in Debrecen. For now, the first modern Neue Klasse model comes with a dual-motor setup in the iX3 50 xDrive. However, a single-motor configuration, the iX3 40, will arrive in Europe in the coming months.

BMW ships electric motors from Steyr not only to Hungary but also to Germany. The i3 sedan will enter series production in August at the Munich plant. At least two more models will use motors built in Austria: the i3 Touring (confirmed for Munich) and the unannounced iX4 (likely to be assembled in Debrecen). The latter is expected to arrive first, with production slated to begin by the end of this year. The electric wagon will follow, possibly by mid-2027.

But Steyr isn’t just about electric motors. Inline-six combustion engines are also produced at the site. The turbocharged B58 gasoline and B57 diesel engines are built at BMW’s largest engine plant. In total, six assembly lines cover all types of drivetrains. Larger V8 and V12 engines are made in the UK at the Hams Hall site, where three- and four-cylinder units are also assembled.

Producing gasoline and diesel engines alongside electric motors puts the Steyr plant in a strong position for the future. Regardless of how customer preferences and regulations evolve, the factory has the flexibility to adapt. Adding a second production line for electric motors makes sense, given the iX3’s early success and the imminent arrival of the i3.

The electric crossover has already accumulated more than 50,000 orders since its launch in Europe last September. It is surprisingly outselling the combustion-engine X3 on the continent, even before the launch of the more affordable iX3 40 model. BMW is also expected to introduce an iX3 40 xDrive, combining two motors with a smaller battery. Hotter M Performance and full M variants are on the way as well.

With the i3 in the starting blocks, the Steyr factory is heading into a busy period. The sedan, with its class-leading range, has the potential to replicate the SUV’s popularity. At the same time, BMW has updated its 3.0-liter combustion engines to comply with Euro 7 regulations, safeguarding their future.

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But that was a long time ago. The R35 GT-R remained in production for nearly 20 years, with the final car rolling off production lines in August 2025. While it received only incremental changes and improvements through the years, the final iteration was quite a bit more powerful and expensive than the car that debuted in Tokyo two decades prior. Nissan’s been silent on whether or not the GT-R would return for a new generation. That is, until now. Nissan President and CEO Ivan Espinosa indicated to The Drive that “Yes, we are actually working already on the GT-R.”

Is the GT-R A Real M Car Competitor?

Back when the Nissan GT-R debuted in 2007, $69,850 got you into the driver’s seat. By comparison, the contemporary M3 cost around $55,000. Meanwhile, the significantly more expensive, V10-powered M6 cost around $90,000. Considering the GT-R made only 20 horsepower less than the M6 — and reached 60 mph quicker thanks to all-wheel drive — it was a decidedly valid alternative. By the end of the car’s lifecycle, though, things changed dramatically. The 2023 Nissan GT-R commanded $116,040 — more than the F90 BMW M5 and not terribly far off from today’s G90 M5 ($126,000ish).

BMW’s lineup has also gotten a lot more flexible in the last 20 years. The M3 and M4 now come with an xDrive option and 500-some horsepower themselves. The roles, therefore, reverse, with the M3 and M4 xDrive offering quicker 0-60 performance for significantly less cash outlay than the GT-R. But then, Nissan’s next GT-R might yet again flip the script. Espinosa went light on details, only specifying that the R36 GT-R is “proof of what [the team developing it] can do technically.” Another Nissan exec: “I’d say by 2028 you’ll see some concrete announcements, and hopefully before the decade turns you’ll see an R36 GT-R.”

Unfortunately, hints are virtually non-existent. The biggest clues we get come from this seven-second preview video on Nissan’s YouTube channel, and frankly, there’s little to be gleaned. Other than the iconic circular taillights and a sleek new front end design, early reports indicate a hybrid powertrain utilizing an updated version of the R35’s V6. Nissan execs claim “it’s going to be an all-new car.”

It will have to be if Nissan wants parity with BMW M cars. By the latter half of the decade, we’ll no doubt see an EV M3, with the potential for a hybrid M3 not far behind or debuting concurrently. Hybrid M3 notwithstanding, the current BMW M hybrid stable isn’t anything to sneeze at. Despite its hefty curb weight and polarizing aesthetics, the G90 M5 touts a supercar-rivaling 700 horsepower. The XM Label uses the same powertrain to develop closer to 750 horsepower. That’s also to say nothing of rivals like the C8 Corvette Z06, which will offer a “true” sports car experience for likely less money. Nissan has their work cut out for them — at least if they want to cut into BMW M sales.

Source: The Drive

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Then there’s the enthusiast answer. Some people still want BMW to build a supercar again. Others would rather see more dedicated M sports cars that aren’t just spun off existing series models. Something more special. More focused. More emotional.

Honestly, none of those answers are wrong. But if you ask us what BMW really needs, we’d go in a different direction.

BMW should build a 6 Series Shooting Brake

Yes, really. And no, not because it would be the smartest business move. It probably wouldn’t be. If BMW is chasing volume and profit, then clearly an X9 makes more sense. Bigger luxury SUVs are what the market wants, and BMW knows that. A large three-row SUV would likely sell in far greater numbers than any stylish low-slung wagon ever could.

But not every car has to exist because it makes the most financial sense. Some cars should exist because they make people feel something.That’s why the idea of a 6 Series Shooting Brake makes so much sense to us. BMW has enough practical cars. Enough SUVs. Enough sensible choices. What it could use a bit more of is something emotional — something stylish, a little unexpected, and something that instantly reminds you this brand used to take more risks with its lineup.

The 6 Series name is a good place to start. It still means something to BMW fans. It has always sat in a sweet spot in the range: more elegant and special than a 5 Series, but not as big or as formal as a 7 Series. In its best form, the 6 Series was beautiful, a little dramatic, and always had the right kind of road presence.

That’s exactly why it would work as a shooting brake. Not a bloated hatchback. Not another “GT” experiment. Not some awkward compromise between sedan, coupe, and crossover. A proper shooting brake. Long hood, low roofline, wide shoulders, and just enough practicality to make it usable without ruining the design. Something that looks gorgeous standing still and even better moving down the road.

And yes, before anyone brings it up, BMW just showed the Speedtop. It proves the shape works. It proves BMW designers still know how to make a stunning shooting brake. But the Speedtop is also not really the answer here. It’s based on the 8 Series and M8 footprint, it’s expensive, it’s exclusive, and it’ll never be a real lineup car. It’s more of a design flex than a serious product.

What we’re talking about is something a bit more grounded.

A Downsized Speedtop

Think smaller than the Speedtop. Lighter. More agile. More attainable, at least by BMW standards. Something that feels more alive on a back road and less like a collectible parked in a climate-controlled garage. The current market doesn’t need another oversized grand tourer. It needs something a little leaner, a little more playful, a little more connected. That’s where a 6 Series Shooting Brake could shine.

BMW already learned one lesson the hard way with the 6 Series GT. That car wasn’t great. It never had the right shape or the right image. It was practical, sure, but it didn’t make people want it. That’s the key difference. A shooting brake would. It would give buyers something that feels intentional, not compromised.

And the timing is actually better than ever.

Enthusiasts love wagons now. Maybe more than ever. Tourings have gone from niche oddballs to genuine dream cars for a lot of people. BMW itself has seen that enthusiasm firsthand. There’s now a real audience for cars that offer some practicality without defaulting to the usual SUV formula. Not everyone wants another high-riding family hauler. Some people want something lower, sleeker, and cooler.

And let’s be honest: the version everyone would really want is obvious. An M6 Shooting Brake.

That’s the one. That’s the dream.

Something with wide hips, serious power, a proper BMW stance, and just enough cargo room to make it practical in real life. A car that could do a weekend trip, tear up a mountain road, and still look special every single time you walked up to it. It would be irrational, a little niche, and probably impossible to justify in a boardroom presentation. Which is exactly why it would be so great.

So yes, the logical answer may be an X9. The profitable answer is probably some bigger, more luxurious SUV. And sure, a supercar would get people talking too. But from a purely emotional standpoint, from the perspective of what would make enthusiasts smile and what would add real character to the lineup, we keep coming back to the same idea.

BMW needs some emotional cars. What do you think BMW needs to do next?

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The first modern-era Neue Klasse model features wheels made with 70% secondary aluminum. Similarly, the upcoming i7 facelift will use the same proportion of recycled aluminum for certain wheel designs. This will include a new two-tone set with a five double-spoke “V” design and Individual branding. The size isn’t specified, but it’s clearly on the larger side; we reckon at least 21 inches.

The wheel-related green credentials don’t stop there, as BMW intends to use renewable energy for rim production, including the remaining 30% share of primary aluminum. As expected, there’s no compromise on quality: the higher share of secondary raw materials delivers the same standards as before.

Switching the i7 to round battery cells with Gen6 technology will also reduce the car’s carbon footprint. BMW estimates the CO2e footprint across the supply chain will be cut by 33%. This applies to the i7 60 xDrive compared to the pre-facelift i7 xDrive60 and its Gen5 prismatic cells. The company will use renewable energy to produce the battery cells and obtain the necessary active materials for the anode and cathode.

As previously revealed, Rimac is lending BMW a helping hand with the batteries. Although the i7 facelift will remain on the CLAR platform, Rimac will assist with integrating the 4695 lithium-ion cylindrical cells into the Gen5 module-based architecture. Rimac will assemble the battery pack at its facility near Zagreb before shipping it to Dingolfing, the only plant where BMW builds the 7 Series.

BMW promises the 2027 i7 will charge “much faster,” so expect maximum charging power to exceed today’s 195 kW. However, it likely won’t match the iX3’s massive 400 kW, given the absence of an 800-volt architecture. Like the upcoming i3 sedan, its crossover sibling was developed from the ground up on a dedicated EV platform. In contrast, the i7 will use an evolved version of CLAR, shared with combustion-engine 7 Series models.

One missing piece of the puzzle concerns the 750e and M760e. BMW hasn’t said whether the plug-in hybrid 7 Series variants will also transition to round battery cells. We’ll find out next week when the 7 Series facelift premieres at the 2026 Beijing Auto Show in China.

We’re likely to see only the BMW-badged G70 models at first, but the more luxurious ALPINA G72 derivatives shouldn’t be far behind. And yes, ALPINA is reportedly preparing an i7, possibly a range-topping i7 70 xDrive based on the i7 M70. Purists will undoubtedly have plenty to say about an ALPINA that does away with combustion engines. However, they shouldn’t worry as inline-six and V8 versions are also in the pipeline.

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With iX3 deliveries underway in Europe, a first-ever iX5 launching this year, and a larger iX7 coming in 2027, there’s really no need for the iX anymore. The model’s upcoming exit from the United States signals the beginning of the end. However, BMW will continue production in Dingolfing for other regions worldwide for an unspecified period.

If reports are to be believed, the final iX will roll off the assembly line in mid-2028. That would mean BMW intends to sell the iX alongside the upcoming iX5 for roughly two years. Additionally, the iX will overlap with the iX7 for at least a year or so. We expect demand to gradually decline once the iX5 and iX7 reach dealers. The two Neue Klasse electric SUVs will certainly have better range, faster charging, and a more conventional design.

In the meantime, BMW Slovakia is putting the spotlight on the iX in the same week the company announced it would end allocations for the U.S. It’s probably just a coincidence that BMW is highlighting the iX mere days after confirming it’s pulling the plug in that market.

Even in the U.S., there’s still time to get one, as your local dealer might have an iX in stock. A visit to the configurator reveals 2026 model year production is “very limited,” and there won’t be a 2027 model year. While the iX3 launching this summer/fall stateside is too small to be a direct iX replacement, the iX5 and iX7 will fill that role, especially since they’ll be more luxurious than the iX3.

As usual, Europeans are spoiled for choice. We reckon that the iX will peacefully coexist with the iX3, iX5, and iX7 for a while. With the 8 Series and iX on their way out, BMW will free up production capacity in Dingolfing. It will need it for the new 3 Series Sedan (G50) launching later this year. If a Touring (G51) follows, it will likely be built there as well. The electric 3 Series Touring (NA1) will be assembled in Munich alongside the i3 Sedan (NA0).

As customer focus is likely to shift toward Neue Klasse electric SUVs, it’ll be interesting to see whether BMW dealers feel the need to offer larger discounts to move iX inventory off the lot.

Photos: Samuel Zaťko / Instagram

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

The X1 M35i Frozen Edition can be ordered in either Frozen Black or Frozen Pure Grey. Regardless of the choice, BMW fits 20-inch M-branded wheels with Y-spoke styling in the 872M design. To further set it apart from a standard X1 M35i, the Frozen Edition adds carbon-fiber mirror caps and a carbon-fiber fuel filler cap. Elsewhere, a high-gloss black window surround enhances the styling.

Inside, all models come with Veganza (artificial leather) upholstery featuring Alcantara accents and blue stitching. The brushed aluminum Shadowline trim isn’t normally available on the X1, but BMW is making an exception here. A special badge rounds off the changes.

The X1 M35i Frozen Edition costs ¥8,740,000, which works out to about $55,000 at current exchange rates.

Next is the X3 M50 Frozen Edition, available in the same matte Individual colors: Frozen Black or Frozen Pure Grey. The 21-inch M wheels (1037M) in Jet Black with a star-spoke design are exclusive to this version. The mirror caps, fuel filler cap, and exhaust finishers are all in carbon, while the model lettering is blacked out. This X3 M50 comes well equipped, with features ranging from heated and ventilated front seats to a panoramic glass roof. BMW Japan also adds heated rear seats and a heated steering wheel. The seats are upholstered in a black M Alcantara/Veganza combination.

At ¥11,480,000 (about $72,000), the X3 M50 Frozen Edition is the most expensive of the lineup.

The M340i duo can be ordered in Frozen Black or Frozen Pure Grey, paired with carbon-fiber mirror caps and a carbon-fiber fuel filler cap. BMW fits 19-inch M wheels (995M) and darkens the model lettering and badging. While galvanic controls aren’t typically available in South Korea, they are included on the Frozen Edition.

Of the four models, the M340i Sedan and Touring are the only ones with genuine leather upholstery. BMW trims the seats in black Vernasca leather with contrasting blue stitching. Additional features include a heated steering wheel, M Sport front seats, and the same Frozen Edition badge found on the other models. The sedan is priced at ¥11,090,000 ($69,700), while the more practical wagon comes in slightly higher at ¥11,440,000 ($72,000).

BMW Japan is already taking orders and will begin deliveries in the coming days. All four models are built in right-hand-drive configuration, and the M340i duo could be the last special editions based on the outgoing 3 Series G20/G21. The next-generation sedan is set to debut later this year as the G50, with a long-roof G51 variant potentially arriving in 2027.

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

BMW’s SUVs Are Carrying the Brand

The X3 surged 58 percent and the X5 gained 7.1 percent to 18,680 units, keeping BMW afloat while its car lineup dropped 17.3 percent. Even the 3 Series ticked up 10.2 percent to 8,189 sales — helped in part by buyers rushing to secure one before a generational redesign arrives for 2027. The 8 Series, now in its final weeks of production, outsold every quarter of 2025 combined as last-chance buyers moved quickly. Electrified vehicles are down 50 percent from a year ago after the Trump administration stripped federal EV incentives.

Lexus Is Playing a Different Game

The ES sedan — the brand’s long-running volume leader — fell by two-thirds to just 3,044 units. The fully redesigned 2026 ES is just now hitting dealerships in electric form, with the hybrid variant following in late June. In exchange, the RZ electric crossover tripled its sales to 4,456 units, a record. The NX Plug-in Hybrid hit 3,229 units, also a record. Total electrified deliveries reached 34,907 — nearly 43 percent of all Lexus sales.

The real test for both BMW and Lexus arrives over the next three months. For BMW, it’s whether the SUV engine can sustain its momentum while the car lineup transitions and electrified sales find a new floor without federal support. For Lexus, it’s whether the new ES — arriving in two waves, electric first, hybrid to follow — can recapture the volume the nameplate carried for years and convert the brand’s electrification credibility into conquest sales.

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