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

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

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.

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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.

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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.

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The project falls under MINI’s ongoing push for bespoke vehicle builds, though this one goes further than most. The division of labor is fairly clear: MINI provided the Countryman as the base platform and handled the engineering and technical integration, while Vagabund — based in Graz and known for reworking motorcycles and occasionally cars with a distinctive industrial aesthetic — did the creative transformation. The result is something neither would likely have produced on their own.

A Sound Studio On Wheels

The sound setup is the main point of difference. Each car has a loudspeaker housing made from cast polymer granite — a material chosen for its acoustic properties rather than weight savings — with tweeters and mid-range speakers built into the body and subwoofers in the rear that activate when the tailgate opens. The two cars can operate independently, but together they’re meant to function as a kind of mobile PA system for outdoor gatherings.

Two Models, One Idea

Visually, the two cars are deliberately opposite to each other. One is finished in Melting Silver with sand and white accents. The other is Midnight Black throughout. Vagabund reworked the wheel arches to give both a wider stance, and added a front bumper attachment that bridges the connection between the wings and the original front apron. Both front and rear bumpers are color-coordinated with the rest of the body modifications, and the radiator grille was revised to match. The ride height is raised, and the cars sit on 20-inch wheels with closed 3D-printed covers shaped to suggest speaker grilles.

The roof rack is made from three laser-cut and folded aluminum plates with a stainless-steel mesh surface — again referencing speaker cover design rather than standard utility rack construction. “Vagabund” is spelled out in three-dimensional lettering along the side sills.

There’s one detail that sits oddly against the rest of the concept: a Walkman built into a 3D-printed housing on the opposite side of the car from the external speakers. It’s a small joke, a personal headphone listen against the outward-facing sound system. Whether it actually plays is unclear from the press materials.

MINI will show one of the two cars publicly at Auto China 2026 in Beijing later this month. After that, both are expected to appear at various events — which, given what they’re built for, makes sense.

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Up to 926 Kilometers of WLTP Range

The EQS 450+ is rated at up to 926 kilometers on the WLTP cycle, or about 575 miles. Mercedes says that represents a 13 percent increase over the previous version. In real-world terms, it means the EQS remains one of the longest-range luxury EVs on sale, at least on the European test cycle. That increase comes from several updates working together. Battery capacity rises from 118 to 122 kWh, while revised cell chemistry combines silicon oxide with graphite in the anode to improve energy density and further reduce cobalt content. Mercedes is also adding a new EQS 400 variant at the lower end of the range. It produces 270 kW and uses a 112-kWh battery. Pricing has not yet been announced.

800-Volt Charging and Drivetrain Changes

The shift to 800-volt hardware also changes the EQS’s charging performance. DC fast charging now tops out at 350 kW, with Mercedes claiming up to 320 kilometers of WLTP range can be added in 10 minutes under ideal conditions. At older 400-volt chargers, the battery can split into two virtual sections, with each half drawing up to 175 kW. That should help maintain decent charging performance even when newer high-voltage infrastructure is not available.

Mercedes has also increased regenerative braking output by roughly a third, to 385 kW. Another notable drivetrain change is a new two-speed rear transmission, with one ratio aimed at low-speed response and the other at highway efficiency. Rear-wheel-drive versions also gain a much higher towing capacity, now up to 1,600 kg. Bidirectional charging, including vehicle-to-home and vehicle-to-grid capability, is scheduled to arrive later through an over-the-air update.

Steer-by-Wire Arrives

One of the more notable additions is the optional steer-by-wire setup. Mercedes says the EQS will be the first German series-production car to offer it. Instead of a physical mechanical link between the steering wheel and the front wheels, inputs are transmitted electronically.

That allows the company to tune steering feel more freely, reduce unwanted vibrations, and use a flatter steering wheel design. As with any steer-by-wire system, redundancy is central to the concept. Mercedes says the EQS uses dual signal paths, while rear-axle steering and wheel-specific braking intervention provide backup support if needed. The feature will not be available immediately at launch but is expected shortly afterward.

MB.OS Becomes the Core Software Platform

The 2026 EQS also adopts Mercedes-Benz’s new MB.OS software architecture, which now manages everything from infotainment to drivetrain and driver-assistance functions. The platform is tied to the Mercedes-Benz Intelligent Cloud, allowing ongoing over-the-air updates after purchase.

The MBUX Virtual Assistant has been revised as well and now incorporates Microsoft AI for more conversational, multi-step voice interaction. Buyers will still get the MBUX Hyperscreen as standard, spanning more than 55 inches across the dashboard. Rear-seat passengers gain two 13.1-inch displays, updated handheld remotes, and support for video conferencing apps such as Microsoft Teams, Zoom, and Webex.

Driver-assistance features are handled through the MB.DRIVE system, which uses 27 sensors in total: 10 cameras, five radar sensors, and 12 ultrasonic sensors. Parking Assist has also been updated and can now detect diagonal parking spaces while operating at speeds up to 5 km/h.

Cabin and Equipment Updates

Inside, the changes are more incremental. The front seatbelts are now heated, reaching up to 44 degrees Celsius. Air filtration is handled by a 9.82-liter HEPA filter that Mercedes says captures 99.65 percent of particles. Buyers also get new anthracite open-pore poplar trim and, for the first time in the EQS, the option of a fully leather-free interior. Mercedes is also expanding personalization through its MANUFAKTUR Made to Measure program, with roughly 125 available paint colors.

The DIGITAL LIGHT headlamps have been upgraded to micro-LED technology. Mercedes says the new setup increases the illuminated field while reducing energy consumption, and the ULTRA RANGE high beam is rated for a reach of up to 600 meters.

More Than a Routine Update

Taken as a whole, the 2026 EQS looks closer to a major technical revision than a normal mid-cycle update. The move to 800 volts, the addition of steer-by-wire, the new MB.OS platform, and the large WLTP range figure all suggest Mercedes is trying to keep the EQS relevant in a segment that is becoming more competitive. That will matter in comparison with rivals such as the BMW i7 which also due for a facelift update this month.

[Photos: Mercedes-Benz Media]

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

By October 2025, the iX3 was already outselling the X3 in Germany. Fast forward to April 2026, and that statement now applies to the entire continent. Even BMW is surprised by the strong order intake for its Neue Klasse SUV. It’s important to note that only the iX3 50 xDrive is currently available to order, with a cheaper iX3 40 arriving in Europe this summer. The upcoming base model is priced at €63,400 in Germany.

Once the order books open for the single-motor, rear-wheel-drive derivative, BMW is likely to see another influx of orders. The iX3 40 has a smaller battery (82.6 kWh vs. 108.7 kWh), but it still delivers 395 miles (635 kilometers) on a single charge. Customers will sacrifice 106 miles (170 kilometers) to save a substantial €7,500 compared to the dual-motor, all-wheel-drive model with its larger battery pack.

BMW has already added a second shift at the Debrecen plant in Hungary to meet demand. Deliveries to customers have only recently begun in Europe, with other regions to follow later this year. In the United States, the first shipments should arrive in either late September or early October.

Meanwhile, the iX3’s early success in Europe has helped the BMW Group increase EV orders on the continent by 40% compared to the first three months of 2025. Even so, global electric vehicle sales still fell by 20.1% to 87,458 units through March. BMW partly attributes the decline to the discontinuation of EV incentives in the United States.

The iX3 could gain a third variant before the end of the year. The base 40 model is reportedly set to pair its smaller battery with a dual-motor setup. The slightly higher curb weight from adding a front motor could result in a minor range drop, but xDrive would compensate with improved all-weather capability.

In the meantime, BMW is introducing a long-wheelbase iX3 next week at the Beijing Auto Show. Stretched models have typically been reserved for China, but that has been changing in recent years. Case in point, the iX3 “NA6” will also be offered in at least four other markets: India, Thailand, Indonesia, and Malaysia.

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

Sister brand MINI had a much better Q1 2025, with sales rising by 5.9% to 68,427 vehicles. As for Rolls-Royce, the BMW Group’s flagship brand posted a weaker first quarter, with deliveries falling by 8% to 1,271 vehicles. Overall, the BMW Group recorded a 3.5% decline in Q1 2026, shipping 565,748 units.

Demand in the United States for BMW and MINI fell by 4.3% to 90,492 vehicles, while the broader Americas region saw a 4% drop to 109,639 cars. The situation wasn’t any better across Asia-Pacific, Eastern Europe, the Middle East, and Africa, where sales slipped by 8.3% to 74,415 units.

Predictably, the downward spiral in China continues, with shipments dropping by 10% to 143,958 units. Nevertheless, China remains the company’s largest single market. It’s not all doom and gloom, as BMW and MINI sales in Germany rose by 10.7% to 68,022 cars. Across Europe, demand increased by 3% to 236,422 vehicles.

Although the January–March figures aren’t stellar, the core BMW brand has reasons to remain optimistic. A second shift at the Debrecen plant means more iX3 units are on the way to customers across Europe. The i3 sedan will enter production in August, with deliveries scheduled to begin this fall.

On the combustion-engine side, we’re a week away from seeing the 7 Series facelift alongside its fully electric i7 sibling. This summer, BMW will roll out the next-generation X5 together with the first-ever electric iX5. A new 3 Series with gasoline and diesel engines is also due this year. However, deliveries of the “G50” may not begin until late 2026 or early 2027.

While the 7 Series LCI is unlikely to move the needle given its high asking price, the 3 Series (G50) will be vital from a volume perspective. The iX3, i3, and X5/iX5 are also expected to have a significant impact on sales. That said, the full effect of these launches likely won’t be felt until 2027.

We haven’t forgotten about BMW Motorrad, which reported a 4.2% decline in Q1 2026 to 42,735 motorcycles and scooters.

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