Today the N62 comes up mostly in conversations about valve stem seals, the alternator bracket gasket, and a coolant pipe buried in the engine valley. It also explains why a 545i, 650i, or 750Li can now be bought for the price of a used economy car, and why many of those cars are cheap for a reason.

BMW built the N62 from 2001 to 2010, by which point the twin-turbo N63 was already taking its place. Morgan kept using it until 2019. There was never an M version. What it did get was one of the longest application lists of any BMW V8, spanning four BMW model lines, two small-volume sports car makers, and ALPINA’s supercharged flagships.

Engine Overview

Every N62 uses an aluminum block and aluminum cylinder heads, double overhead camshafts per bank with four valves per cylinder, chain-driven cams, port fuel injection, and a 6,500-rpm redline. The 4.4-liter launch engine used offset, fracture-split forged powder-metal connecting rods. Four displacements were offered:

• N62B36 (3.6 liters): 200 kW (272 PS, 268 hp) at 6,200 rpm and 360 Nm (266 lb-ft). Bore x stroke: 84.0 x 81.2 mm.
• N62B40 (4.0 liters, N62TU): 225 kW (306 PS, 302 hp) at 6,300 rpm and 390 Nm (288 lb-ft) at 3,500 rpm. Bore x stroke: 87.0 x 84.1 mm.
• N62B44 (4.4 liters): 245 kW (333 PS) at 6,100 rpm and 450 Nm (332 lb-ft) at 3,600 rpm, rated at 325 hp in the US. A 235 kW (315 hp), 440 Nm (325 lb-ft) version went into the X5. Bore x stroke: 92.0 x 82.7 mm.
• N62B48 (4.8 liters): 270 kW (367 PS) at 6,300 rpm and 490 Nm (361 lb-ft) at 3,400 rpm, rated at 360 hp in the US. Lower-output versions made 261 kW (350 hp) and 265 kW (355 hp). Bore x stroke: 93.0 x 88.3 mm.

Which Cars Use The N62?

The N62 went into the E65/E66 7 Series, E60/E61 5 Series, E63/E64 6 Series, and both the E53 and E70 X5. Outside BMW, it powered Morgan’s Aero models and Wiesmann’s MF4, and ALPINA built its own supercharged version. Years below are production years, so US model years can differ slightly.

• N62B36, 200 kW (268 hp):
  • 2001-2005 E65/E66 735i and 735Li
• N62B40, 225 kW (302 hp):
  • 2005-2010 E60/E61 540i sedan and Touring
  • 2005-2008 E65/E66 740i and 740Li
• N62B44, 245 kW (325 hp US):
  • 2001-2005 E65/E66 745i and 745Li
  • 2003-2005 E60/E61 545i
  • 2003-2005 E63/E64 645Ci coupe and convertible
  • 2005-2007 Morgan Aero 8 Series 2 and Series 3
• N62B44, 235 kW (315 hp):
  • 2003-2006 E53 X5 4.4i
• N62B48, 270 kW (360 hp US):
  • 2005-2010 E60/E61 550i sedan and Touring
  • 2005-2010 E63/E64 650i coupe and convertible
  • 2005-2008 E65/E66 750i and 750Li
  • 2008-2010 Morgan Aero 8 Series 4 and Series 5, Aeromax, and Aero Coupe
  • 2010-2015 Morgan Aero SuperSports
• N62B48, 265 kW (355 hp):
  • 2004-2006 E53 X5 4.8is
  • 2003-2011 Wiesmann GT MF4 and Roadster MF4
• N62B48, 261 kW (350 hp):
  • 2007-2010 E70 X5 4.8i
• ALPINA H1 (supercharged N62B44), 368 kW (493 hp):
  • 2003-2008 ALPINA B7 (E65)
  • 2005-2007 ALPINA B5 (E60/E61)
  • 2006-2007 ALPINA B6 (E63)
• ALPINA H1, 390 kW (523 hp):
  • 2007-2010 ALPINA B5 S (E60/E61)
  • 2007-2010 ALPINA B6 S (E63)

For US shoppers, the list is shorter: the 745i and 745Li, 545i, 645Ci, X5 4.4i and 4.8is with the older engines, then the 550i, 650i, 750i and 750Li, and E70 X5 4.8i with the 4.8-liter TU. The 3.6- and 4.0-liter engines were never sold in the US.

Design And Technology

The N62 was the first V8 with Valvetronic and only the second BMW engine to use it, after the N42 four-cylinder. The principle is the same. Instead of choking airflow with a throttle plate, an electric motor turns an eccentric shaft that changes how far the intake valves open, from nearly closed up to 9.85 mm of lift. On a V8, that means two eccentric shafts, two motors, and two sensors, one set per bank.

The N62 still has a throttle body, but it only does part-time work. It handles certain cold-start conditions, acts as a backup if Valvetronic fails, and holds a small amount of manifold vacuum at idle and light cruising so the crankcase ventilation and fuel evaporation systems can function. A separate vacuum pump on the cylinder head feeds the brake booster.

Double VANOS varies timing on both the intake and exhaust camshafts, a step up from the M62, which only adjusted the intake side.

The most unusual hardware on the 4.4-liter engine was its DIVA intake, a manifold whose runner length changed continuously rather than in the two fixed steps of BMW’s usual DISA system. The runners stayed at full length up to 3,500 rpm, then shortened progressively until redline, which widened the torque curve and helped peak output.

All of that hardware has to live somewhere, and on the N62 much of it sits in the valley between the cylinder banks under the intake manifold. That packaging decision is behind most of the engine’s reputation for expensive repairs. Many jobs that would be simple on an inline-six start with removing the intake.

The N62TU Update

For the 2006 model year in the US (2005 production), BMW introduced the N62TU. The 4.8-liter engine, first used in the X5 4.8is, replaced the 4.4 in the 5, 6, and 7 Series, and a new 4.0-liter replaced the 3.6 in Europe.

The TU changes went beyond displacement. BMW dropped the DIVA intake in favor of a conventional two-stage DISA manifold, deleted the secondary air injection system, and fitted new cylinder heads, exhaust manifolds, catalytic converters, pre-cat oxygen sensors, and a new mass airflow sensor with updated engine software. Valve stem diameter also shrank from 6 mm to 5 mm. Separately, a deeper oil pan introduced for the longer-stroke 4.8 was applied to all N62 production from October 2003.

For a used buyer, losing the secondary air system is the most practical gain. It was a known failure point on the 4.4-liter engines, and the TU cars simply don’t have it.

Reliability

The N62’s problems are well documented, and the most famous one is the valve stem seals. As they harden with heat and age, oil seeps past the valve guides into the combustion chambers. The classic symptom is a puff of blue smoke after the car idles for a while, at a stoplight or on startup after sitting, along with steadily rising oil consumption. Worn valve guides often come along with it.

Replacing the seals doesn’t require pulling the heads if the shop uses a dedicated in-car spring compressor tool, but it is still a long job, and independent shops commonly quote in the thousands.

The alternator bracket gasket is the second headline issue. The bracket carries oil passages, and its gasket turns brittle and leaks oil into the valley. The repair means removing the intake manifold, so labor dominates the bill. One owner report puts the independent-shop price around $1,500.

The coolant transfer pipe, also in the valley, has seals that fail with age and let coolant pool under the intake. Since the intake is already coming off for the alternator bracket, experienced shops tend to do both jobs at once, and often the valley pan and related seals as well.

Beyond those three, the list is long but more routine for a BMW of this era. Valve cover gaskets and upper timing cover gaskets leak. The plastic timing chain guides get brittle and should be inspected any time the upper timing covers are off. Ignition coils fail and cause misfires and rough idle. The crankcase ventilation valves clog. Valvetronic motors and eccentric shaft sensors can cause erratic running as they age. The cooling system, including the water pump, thermostat, radiator, and expansion tank, needs the usual preventive replacement. On the 4.4-liter engines, the secondary air system adds another likely fault.

The engine’s core isn’t where most N62 horror stories come from. The trouble is that it bundles several expensive, labor-heavy jobs that all tend to come due around the same age and mileage. A well-kept N62 can cover high mileage, but the owners who get there usually have receipts for seals, gaskets, and cooling parts. We’d shorten oil change intervals well below BMW’s original condition-based schedule, use oil to BMW’s spec, and treat any smoke at idle as a line item for the budget.

Efficiency

Valvetronic reduced pumping losses at part throttle, and BMW designed the N62 to use meaningfully less fuel than the M62 it replaced. In practice, the N62 is still a big naturally aspirated V8 in a heavy car. The 2008 E60 550i was rated by the EPA at 15 mpg city and 22 to 23 mpg highway, depending on transmission, on premium fuel.

Steady highway cruising is where the technology does its best work, since Valvetronic runs at low lift with little throttling. In city driving or with a heavy right foot, the fuel economy advantage over older V8s mostly goes away.

Tuning

The N62 was never a tuner’s engine, and the aftermarket reflects that. ECU software from companies such as ESS and Dinan adds a modest amount of power on a stock engine. Owners who have tried it mostly report sharper throttle response rather than a big change in speed. Dinan claims 18 hp for its intake system, and headers are generally the most effective naturally aspirated bolt-on, but stacking all of them still leaves you well short of the 400-hp mark.

Real power means forced induction. ESS sold a supercharger system for the N62B48 running around 6 psi and claimed gains of about 120 hp. Those kits have been hard to find for years, although ESS has since listed a newer bolt-on system and refurbished kits. At this point, the price of a supercharger kit is comparable to that of a used N62 car.

The most telling example comes from ALPINA. Its H1 engine started with an N62B44 block and added a forged crankshaft, Mahle pistons, and a centrifugal supercharger, making up to 390 kW (523 hp) in the B5 S and B6 S. ALPINA didn’t trust the stock internals with boost, and neither would we. If you want a fast, tunable mid-2000s 5 Series, the N54-powered E60 535i is a much easier starting point.

Pros And Cons

The case for the N62 is simple. It is a naturally aspirated, all-aluminum V8 with a 6,500-rpm redline and linear response, in cars that now cost very little to buy. Its torque output made the 550i, 650i, and 750i genuinely quick in their day, and the TU engines dropped one of the original design’s weak points. For anyone who wants a V8 BMW without turbocharger complexity, it is one of the last options.

The case against it is equally simple. Its most common failures are expensive because of where they live, not because of the parts themselves. Valve stem seals, the alternator bracket gasket, and the coolant transfer pipe can together cost more than a tired example is worth. Fuel economy is poor by modern standards, tuning potential is limited, and a large share of the cars for sale today have deferred maintenance that the asking price doesn’t reflect.

Is The N62 A Good Engine?

As an engine design, yes. The N62 put Valvetronic on a V8 before anyone else, won major awards, and delivered the smooth, strong output a 7 Series needed.

As a used-car ownership prospect, it depends on the paperwork. An N62 with documented valve stem seals, a resealed valley, and a refreshed cooling system is a solid, characterful engine. One without those records is a repair estimate waiting for a car. If we were buying, we’d look for a TU car, a 550i, 650i, or 750i with the 4.8-liter engine, and budget for the big three jobs from day one unless the receipts proved they’d been done.

The N62’s reputation got worse once enthusiasts started comparing it with the

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

That answer set the tone for the hour. Sean runs Alpine Rennsport, a BMW and Porsche shop in Cleveland, Georgia, about 10 minutes from Helen, and his advice, not only on the X5, but other cars as well, comes from experience.

Every X5 Generation, From Someone Who Fixes Them

We went through all four generations, starting with the one he knows best. For E53 newcomers, Sean nearly always recommends a pre-facelift 3.0i with the M54 inline-six, because short of deliberately overheating one, it’s very hard to kill. His personal favorite is the 4.6is, but he warns that more of them are turning up with bore scoring, which he considers unfixable today. He also explains why he believes the N62 V8 in the facelift cars runs hotter than it should, and what that heat does to its seals and gaskets.

On the E70, he doesn’t hedge: avoid the first-generation twin-turbo V8s in the xDrive50i and X5 M. The 35d, on the other hand, is his answer for almost everything, including an off-road build. The F15 gets a cooler reception, with the N55 as his pick for reliability, while the G05 is his second-favorite X5 after the E53. His own 2021 X5 M50i went from 14,000 miles to about 70,000 under his ownership, much of it at the track while instructing at VIR, and he lists what’s starting to fail on G05s as they age: transfer cases, front differentials and A/C evaporators.

He also shares his picks at $25,000 and $50,000, his take on the plug-in hybrids, and the two X5s he considers the most reliable ever built.

How Someone Ends Up With 103 X5s

The second half is Sean’s story, and it goes further than we expected. His first X5 was a black pre-facelift 4.4i he bought from his brother’s childhood best friend’s parents, and it needed timing chains and guides at around 170,000 miles. His second was his mother’s old X5, which he tracked down and bought back. The obsession has a serious side, too. Sean credits an X5 with saving his mother’s life, and last September his wife walked away from a 45 to 50 mph T-bone rollover in one of his E53s with little more than a bloody nose from the airbag.

We also get into the rarest car in his collection, a Neiman Marcus edition X5, the neglected ones he has bought from drug dealers and parted out, and the X5 BMW never officially built: an ALPINA version. Sean then walks through his tribute to the X5 Le Mans, which he calls “LM-ish.”

It starts with his Imola Red 4.8is, his third X5 and the one that means the most to him, and adds an S85 V10 from the E60 M5, a six-speed manual, rear-wheel drive with a limited-slip differential, and a carbon roof in place of the heavy panoramic sunroof. The engine went in the weekend before we recorded, and he’s aiming to have it driving by the end of the year.

The Podcast Moves To BMWBLOG Extra

From now on, the BMWBLOG Podcast will live on our new BMWBLOG Extra YouTube channel. The main BMWBLOG channel stays focused on reviews, new car launches and special events, while Extra gives us room for long-form conversations like this one and other topics that don’t quite fit on the main channel.

You can watch the full episode with Sean on BMWBLOG Extra and subscribe there for future episodes. The audio version is available on Apple Podcasts, Spotify and other platforms. To follow Sean’s collection and the LM-ish build, find him on Instagram at @makee53sgreatagain, and his shop at @alpine_rennsport.

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

The data doesn’t say why those three were built, or whether BMW counts them as part of the edition. It does show they’re built to the same spec as the other 50, so this isn’t a case of prototypes being counted as production cars. We spotted these three prototypes a few years ago during an event we attended at the Monza Circuit.

Every 3.0 CSL Is Specced The Same

There was no configurator for this car. All 53 are Alpine White 3, all have carbon-ceramic brakes with red calipers, and all ride on gold wheels. MDataWorks doesn’t even list a tire breakdown for the 3.0 CSL, because there’s nothing to break down.

Where The 3.0 CSLs Went

The 53 cars went to 22 countries. Germany took 16, almost a third of production, including all three cars outside the numbered run.

• Germany: 16
• Switzerland: 5
• France: 4
• Netherlands: 4
• UK: 4
• Belgium: 2
• Italy: 2
• Oman: 2
• One each: Austria, Croatia, Guernsey, Hungary, Japan, Lithuania, Luxembourg, Malaysia, Poland, Saudi Arabia, Spain, Sweden, Türkiye, and the US

Switzerland, with 5 cars, took more than the UK and France did, the same pattern we saw with the M4 CSL, where the Swiss ordered 64 cars. Oman took two, as many as Italy. Guernsey, a Channel Island with about 64,000 residents, got one. By region, 47 cars were left-hand drive and 6 were right-hand drive.

One Official US Car, Three In The Country

Only one 3.0 CSL was officially sold in the US: VIN ending 047. MDataWorks doesn’t even give the 3.0 CSL a North American region. The US car is counted with the rest-of-world left-hand-drive cars, which suggests it wasn’t built to a US-market spec.We know of three 3.0 CSLs in the US, though: two on the West Coast and one on the East Coast. That means at least two came into the country after being delivered somewhere else.

How It Fits With The Other CS And CSL Models

With 53 cars, the 3.0 CSL is by far the rarest of the G8x-based special editions. The M4 CSL reached 1,036, the M4 CS 1,546, the M3 CS Touring 932, and the automatic M3 CS 1,727. The US took hundreds of each of the other cars, but only one 3.0 CSL.

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

M3 CS Touring Production By Color

The M3 CS Touring came in four colors, and two of them account for three out of four cars.

• Black Sapphire: 366 (39.3 percent)
• British Racing Green: 330 (35.4 percent)
• Laguna Seca Blue: 145 (15.6 percent)
• Frozen Solid White: 91 (9.8 percent)

British Racing Green came within 36 cars of Black Sapphire, which is a strong result for a green on a car this expensive. Frozen Solid White went the other way. It was the most popular color on the G80 M3 CS sedan, with 598 cars, but on the Touring it finished last with 91. Wagon buyers, apparently, didn’t want matte white.

Where The M3 CS Tourings Went

Germany was the largest market by far, with 282 cars. That’s 30 percent of all production, going to the country where the car was built.

• Germany: 282
• UK: 72
• Italy: 58
• Australia: 55
• Japan: 30

These four markets account for 442 cars. The remaining 490 were spread across other countries, and the VIN list includes deliveries to Portugal and Bulgaria. The UK took 72 Tourings, nearly as many as the 74 M3 CS sedans it received. Italy’s 58 Tourings is more than the 42 M4 CSs it took, which says something about how much Italian buyers like a fast wagon. Germany ordered 282 Tourings against 242 M3 CS sedans, making it one of the few markets where the wagon outsold the sedan.

Left-Hand Drive Vs. Right-Hand Drive

By region, 710 Tourings went to left-hand-drive markets and 222 were right-hand drive. Australia sold 55 units. The UK and Japan account for 102 of the right-hand-drive cars, and the other 120 went to other markets.

How It Compares To The M3 CS Sedan

At 932 cars, the Touring was built in just over half the numbers of the automatic M3 CS sedan’s 1,727. That comparison is unfair to the wagon, though, because 482 of the sedans went to the US and Canada, where the Touring was never sold. Take North America out, and the sedan’s total drops to 1,245. Against that, the Touring reached 75 percent of the sedan’s volume. In the markets where buyers could choose, three Tourings were built for every four sedans.

The M3 CS sedan total will grow once the Handschalter run is complete. There’s no manual Touring, so 932 is the final number for the wagon.

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

M4 CS Production By Color

The M4 CS came in four regular colors plus two VR46-only paints. Black Sapphire was the most popular, which is the opposite of the G80 M3 CS, where matte white won.

• Black Sapphire: 475 (30.7 percent)
• Riviera Blue: 362 (23.4 percent)
• Frozen Isle of Man Green: 345 (22.3 percent)
• Brooklyn Grey: 270 (17.5 percent)
• Marina Bay Blue (VR46): 48 (3.1 percent)
• Frozen Tanzanite Blue (VR46): 46 (3.0 percent)

The three regular colors behind Black Sapphire are separated by just 92 cars, so M4 CS buyers spread their orders across the palette far more evenly than M4 CSL buyers did. Brooklyn Grey, the color that dominated the CSL in its Frozen form, finished last of the four here.

The 94 VR46 Editions

The VR46 cars split almost evenly between their two colors: 48 in Marina Bay Blue and 46 in Frozen Tanzanite Blue. Together they make up about 6 percent of M4 CS production, and each color is rarer than any regular M4 CS paint by a factor of more than five.

Only 10 of the 94 went to the US, five in each color. That’s about 11 percent of VR46 production, even though the US took 27 percent of all M4 CSs.

Americans Bought Half Of All Riviera Blue M4 CSs

Filtered to US cars, the M4 CS color ranking looks very different.

• Riviera Blue: 184 (44.3 percent)
• Black Sapphire: 99 (23.9 percent)
• Frozen Isle of Man Green: 86 (20.7 percent)
• Brooklyn Grey: 36 (8.7 percent)
• Frozen Tanzanite Blue (VR46): 5
• Marina Bay Blue (VR46): 5

Of the 362 Riviera Blue M4 CSs built, 184 went to American buyers. That’s just over half the worldwide total in one market. Nearly every other US color is underrepresented as a result: Black Sapphire drops from 31 percent of global production to 24 percent in the US, and Brooklyn Grey from 17 percent to under 9 percent. It’s the same pattern as the M3 CS, where Americans ordered 41 percent of all Signal Green cars. Given the choice, US buyers went for the loudest regular color on both cars.

How American Buyers Specced Their M4 CS

The US data also shows how those 415 cars were optioned.

• Carbon-ceramic brakes: 113 (27.2 percent)
• Standard brakes: 302 (72.8 percent)
• Gold wheels: 209 (50.4 percent)
• Black wheels: 206 (49.6 percent)
• Sport tires: 339 (81.7 percent)
• Track tires: 57 (13.7 percent)
• Ultra tires: 19 (4.6 percent)

The wheel split is as close as it gets, with gold ahead by three cars. The brake take rate is close to the M3 CS’s, where 29.6 percent of US cars got carbon-ceramics. The tires are where the two cars part ways. Just over half of US M3 CS buyers took track tires, but only 76 of 415 US M4 CS buyers, or 18 percent, chose the track or Ultra option. The M4 CS also offered a third tire choice that the M3 CS didn’t.

Where The M4 CSs Went

The US was the largest market with 415 cars, about 27 percent of production. Germany was second with 260.

• USA: 415
• Germany: 260
• Canada: 79
• UK: 62
• Italy: 42
• Japan: 42

Canada took 79 cars, more than the UK. That’s the reverse of the M3 CS, where the UK edged out Canada 74 to 70. Germany took 18 more M4 CSs than M3 CSs.  These six markets account for 900 cars. The remaining 646 went elsewhere, and the VIN list includes deliveries to El Salvador and Uzbekistan, two places you don’t usually see in M car production data.

Left-Hand Drive Vs. Right-Hand Drive

By region, 806 cars went to left-hand-drive markets outside North America. North America took 494, which is exactly the US and Canadian totals combined. The remaining 246 were right-hand drive. The UK and Japan account for 104 of those, and the other 142 went to other right-hand-drive markets [TK: Australia figure, if available].

How It Compares To The M3 CS

The US took almost the same number of each car: 415 M4 CS coupes and 412 M3 CS sedans. North America’s share was higher for the coupe, at 32 percent versus 28 percent for the M3 CS. The M4 CS ended up with fewer cars overall than the automatic M3 CS, 1,546 against 1,727. That gap will grow once the M3 CS Handschalter run is complete.

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

M3 CS Production By Color

The M3 CS came in four colors, and its split is much more even than the M4 CSL’s, where one color took nearly two out of three cars.

• Frozen Solid White: 598 (34.6 percent)
• Black Sapphire: 490 (28.4 percent)
• Brooklyn Grey: 377 (21.8 percent)
• Signal Green: 262 (15.2 percent)

Frozen Solid White outsold Black Sapphire by 108 cars. On a car where most buyers pick black or grey, that’s a surprise, and it suggests the matte finish carried a lot of the M3 CS’s appeal. Signal Green finished last, but at 262 cars it’s not rare in the way the single Frozen Tampa Bay Green M4 CSL is.

Signal Green Did Better In America

Filtered to American cars, the color ranking changes. Frozen Solid White still leads, but Signal Green jumps from last place to second.

• Frozen Solid White: 169 (41.0 percent)
• Signal Green: 108 (26.2 percent)
• Black Sapphire: 84 (20.4 percent)
• Brooklyn Grey: 51 (12.4 percent)

The US took just under a quarter of all M3 CS production, but 108 of the 262 Signal Green cars, or 41 percent, went to American buyers. Brooklyn Grey went the other way: only 51 of the 377 grey cars were delivered in the US. American buyers also leaned harder toward matte white than the rest of the world, with 41 percent of US cars in Frozen Solid White against 35 percent globally.

How American Buyers Specced Their M3 CS

The US data also shows how those 412 cars were optioned.

• Carbon-ceramic brakes: 122 (29.6 percent)
• Standard brakes: 290 (70.4 percent)
• Gold wheels: 240 (58.3 percent)
• Black wheels: 172 (41.7 percent)
• Track tires: 214 (51.9 percent)
• Sport tires: 198 (48.1 percent)

Fewer than a third of US buyers paid for the carbon-ceramics, but just over half took the track tires. American owners, it seems, were more willing to commit to grip than to the brake upgrade. Gold wheels won over black by 68 cars, which fits a car whose launch photos leaned heavily on the gold-and-green combination.

Where The M3 CSs Went

The US was the largest market by a wide margin, with 412 cars, or about 24 percent of production.

• USA: 412
• Germany: 242
• Australia: 94
• UK: 74
• Canada: 70
• Poland: 70

Two figures stand out. Australia took 94 cars, 20 more than the UK. That’s unusual for an M car, since the UK is normally BMW’s biggest right-hand-drive market. Poland matched Canada at 70 cars, which says a lot about how strong the Polish market for fast BMWs has become. These six markets account for 962 cars. The remaining 765 were spread across other countries, and the VIN list includes cars delivered to Spain, Hungary, Romania, and Indonesia.

Left-Hand Drive Vs. Right-Hand Drive

By region, 959 cars went to left-hand-drive markets outside North America. North America took 482, which is exactly the US and Canadian totals combined. The other 286 were right-hand drive. Australia and the UK together account for 168 of those, and the remaining 118 went to other right-hand-drive markets.

How It Compares To The M4 CS

The US took almost exactly as many M3 CSs as M4 CSs: 412 sedans and 415 coupes. North America’s overall share was slightly lower for the M3 CS, at about 28 percent versus 32 percent for the M4 CS. The M3 CS total will grow once the Handschalter run is complete, and we’ll update these numbers when it is.

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

M4 CSL Production By Color

• Frozen Brooklyn Grey: 658 (63.5 percent)
• Black Sapphire: 251 (24.2 percent)
• Alpine White 3: 126 (12.2 percent)
• Frozen Tampa Bay Green: 1

The launch color won by a landslide, which isn’t surprising for a car whose press photos were almost all matte grey. Alpine White 3 is the rarest of the three regular colors, at 126 cars worldwide. That makes a white CSL harder to find than a black one by a factor of two.

The One Frozen Tampa Bay Green M4 CSL

Then there’s the single Frozen Tampa Bay Green car. MDataWorks lists exactly one M4 CSL in that color out of 1,036, which makes it the rarest CSL by a very wide margin. We don’t know where it was delivered, who ordered it, or how the order got approved for a car with such a tightly controlled spec. But it’s likely either a very special customer to the M brand or one of the executives at the company. We’ve never seen a photo of it. If you own it, have spotted it, or know someone who has, we’d like to hear from you.

Where The M4 CSLs Went

The US was the largest single market, with 266 cars. That’s about a quarter of the run. Germany came second with 201, and the UK a distant third with 98.

• USA: 266
• Germany: 201
• UK: 98
• Switzerland: 64
• Canada: 43
• Australia: 32
• Japan: 25

Switzerland stands out. A country of about nine million people took 64 CSLs, more than Canada and double Australia. The Swiss have always bought fast cars in disproportionate numbers, and the CSL was no exception. Those seven markets account for 729 cars. The remaining 307 were spread across dozens of other countries. The VIN list shows cars delivered to France, Italy, Belgium, and Türkiye, and at least one Black Sapphire car went to Réunion, the French island in the Indian Ocean. It’s hard to think of a less likely place to find a track-focused, two-seat M4.

Left-Hand Drive Vs. Right-Hand Drive

By region, 533 cars went to left-hand-drive markets outside North America. North America took 309, which is exactly the US and Canadian totals combined. The other 194 were right-hand drive, and the UK alone took just over half of those, with Australia and Japan accounting for most of the rest.

The M4 CSL’s split looks a lot like its sister cars’. The G80 M3 CS and G82 M4 CS each sent roughly 30 percent of production to North America, and the CSL came in right at that level.

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

It does run, though. A disguised prototype has already appeared at the Tutto Bene Hillclimb in Italy. For now, the car wears a stylized wrap with the letter R and a black roof, which gives it a two-tone look. Riverti’s own description of the car, in an Instagram post is short: “Not ‘resto.’ Retro.” In other words, this isn’t a restored classic updated with modern parts. It’s a new car made to look old.

What Riverti Changed

The front end changes the most. The G87’s grille and headlights are gone, replaced by four round headlights, small kidney grilles, and reshaped intakes, along with a unique hood and finely spoked wheels in a classic motorsport style. From the side, we’re also getting the vibes of one our favorite BMW Concepts: The BMW 2002 Turbo Hommage. The sides get large intakes behind the doors and new side skirts. At the back, there are flared fenders, custom taillights, and a large fixed wing. There is also a second wing at the edge of the roof, above the decklid wing, which is the most recognizable Batmobile feature.

In terms of size, the M2 is a reasonable starting point. The original 3.0 CSL was 183.5 inches long and 68.1 inches wide on a 103.3-inch wheelbase. The M2 is 180 inches long and 74.3 inches wide on a 108.1-inch wheelbase. So the M2 is slightly shorter overall, but its wheelbase is almost five inches longer and it’s more than six inches wider. That leaves much less room for the long hood and front overhang that define the E9.

What’s Under The Retro Body

Riverti hasn’t said whether it’s making any mechanical changes. The stock M2 uses the S58 twin-turbo 3.0-liter inline-six, which makes 473 hp. Rear-drive cars with the standard six-speed manual make 406 lb-ft of torque. The eight-speed automatic, a no-cost option, raises that to 443 lb-ft. For 2027, BMW also added the M2 xDrive, the first all-wheel-drive M2. It comes only with the automatic and starts at $74,950, including a $1,350 destination fee. If Riverti wants more power, the parts already exist: the M2 CS gets 523 hp and 479 lb-ft from essentially the same engine.

Weight is the part we’re most curious about. Riverti hasn’t said which transmission it will use or whether the engine will get any work, and it hasn’t published a weight. BMW’s own carbon panels haven’t made the M2 light. The M2 CS, with a carbon duck-tail trunk lid, forged wheels, and carbon bucket seats, weighs 3,770 pounds. The standard manual M2 weighs 3,814 pounds. The L in CSL stood for lightweight. A carbon body on a donor that weighs almost two tons would honor the name only if Riverti also removes weight from the parts you can’t see.

BMW Already Built One, And Hasn’t Built The Other

Riverti isn’t the first to revive the CSL name on a modern car. BMW M did it in 2023 for its 50th anniversary. That car was limited to 50 examples, used a 560-hp version of the M4’s straight-six, and came only with a six-speed manual.  BMW never published a price, but buyers reportedly paid about €750,000. It also wasn’t homologated for the US market. Compared with that car, Riverti has one advantage: the M2 is closer in size to the E9 than the M4 is.

So without a doubt, this new aftermarket project has a lot of pottential, but it remains to be seen whether it will catch on. Price will always play a factor. [Photos: rivertiautomobili.it]

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

The 328i Makes Its Power Easy to Use

The F30 has a clear advantage the moment you leave a stoplight. Its turbocharged four-cylinder makes 258 pound-feet of torque, 22 more than the M3’s naturally aspirated six. More tellingly, that torque is available from 1,250 rpm. The M3 doesn’t reach its 236-pound-foot peak until 3,800 rpm. You can drive the 328i briskly without thinking much about gear choice. It has useful shove any time you ask for it.

But predictability shouldn’t be mistaken for dullness. In our first drive of the F30 generation 328i, its strong engine, tidy body control, and willingness on a winding road left a good impression. The weakest point was steering feel. The car responded accurately, but the wheel didn’t say much about what the front tires were doing. Even in Sport+ mode, there was a lot to be desired. That’s problematic enough in a vacuum, but when the car across from it is an E36 M3…

The M3 Still Feels Like the Special One

On paper, the M3 has a tiny edge in horsepower per pound. It weighs 185 pounds less, which ups the ratio to 0.075 horsepower-per-pound against the 328i’s 0.071. That very small advantage doesn’t even show up in BMW’s identical 0–60 mph claims. Perhaps predictably, you have to look beyond the launch to find the M3’s appeal.

The six-cylinder S52 engine is a far cry from the red-hot Euro S50 motor. But it still asks you to use the revs. Peak horsepower arrives at 6,000 rpm, and working through the five-speed manual is part of the experience. The F30’s turbo torque makes speed feel easy; the M3 makes getting there more involving. Its steering and chassis add to that sense that the car is paying attention to you. You don’t have to look far to find praise for the E36 M3’s feedback and precision.

A Tale of Two 3ers

The table above reveals the F30’s everyday advantage. The 328i sedan is 7.7 inches longer than the E36 M3, with a wheelbase 4.3 inches longer. It has four doors, albeit so can the E36 M3. Interestingly, adding two doors doesn’t change the length, weight, or wheelbase. We’ll contend that its fresher cabin is arguably a more pleasant place to spend a long commute. Neither car asks you to sacrifice a back seat, but your rear-seat passengers will be incrementally more comfortable in the 328i.

The 328i delivers the M3’s advertised horsepower and acceleration while asking far less of its driver in ordinary traffic. It’s a lot easier to live with, overall, as you’re dealing with a 15-year-old BMW instead of a 25+ year old one. An extra gear and more trunk space make it the clear choice if you want one BMW to handle the week’s errands. But what of the weekends?

But Which One Wins?

This is a tough one. I’m a shameless E36 apologist, but with any ounce of objectivity, it’s impossible to claim the 328i does anything insurmountably worse than the E36 M3. It’s cheaper to buy and maintain, it’s easier to live with day-to-day, it’s more comfortable, and better for those who plan to actually use all four doors. Or, for that matter, a trunk. That doesn’t mean it’s the winner, though.

Here’s my case. For a little more money, you’ll pick up a car that will likely continue to appreciate, or at least hold steady, year-over-year. All E36s are firmly in classic territory and there are, each year, fewer and fewer roadworthy examples out there. That’s to say nothing of the driving experience, which is measurably more enjoyable if you value steering feel and precision. I think the E36 looks classier—and will likely attract many more enthusiasts while you’re out and about (which is overall, I think, a good thing). The S52 six-cylinder sounds better (and today, more characterful) than the F30’s N20, which is a little industrial.

Are there trade-offs? Sure. Maintaining the E36 M3 won’t be a full-time job, but it will require some dedication; not having to worry about silly things like window regulators and collapsing interior trim pieces are frankly a huge boon to the F30’s case. And to some, the F30 is probably a better choice overall. But classic styling, steady values, and a greater sense of occasion crown the E36 M3 king of this 240-horsepower shootout. But it’s a lot closer than any E36 fan will ever admit.

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

The Torcal arrives as Bentley’s fourth model line, joining the Bentayga, Continental GT/GTC, and Flying Spur. It also becomes the first Bentley with no combustion engine whatsoever. The company designed, engineered, and builds the SUV at its Crewe factory in the United Kingdom. However, it’s not an all-Bentley effort, since there are strong ties to another high-end VW Group product: the Porsche Cayenne Electric.

Bentley offers two versions from launch. The standard Torcal produces 810 hp and 1,194 Nm (881 lb-ft) from a pair of electric motors. Even the base model does 0-100 km/h (0–62 mph) in 3.4 seconds and tops out at 250 km/h (155 mph). Then there’s the hotter S, which turns the insanity dial up to 876 hp and a rather ludicrous 1,350 Nm (996 lb-ft). It needs just 2.9 seconds to complete the sprint and can continue accelerating to 260 km/h (162 mph).

They Could Have Made It Even Quicker

Interestingly, Bentley says it deliberately stopped short of chasing even more extreme acceleration. If you’re wondering why, we’re told that customers who buy vehicles carrying the Flying B mascot don’t necessarily want their luxury SUV to rearrange their internal organs every time they hit the accelerator. To be fair, that makes sense.

Whether it’s the standard Torcal or the S, both use a large 113-kWh battery and an 800-volt electrical architecture. Bentley quotes up to 600 kilometers (373 miles) of WLTP range and a maximum DC charging rate of 400 kW, with a 10-to-80 percent charge taking about 16 minutes. If those numbers sound familiar, that’s because they are. The Torcal shares its Volkswagen Group PPE underpinnings with the Cayenne we mentioned earlier. However, Bentley has put its own spin on the hardware to create a very different driving experience.

Despite the electric powertrain underneath, Bentley hasn’t taken the slippery, anonymous EV route some Mercedes models have. The Torcal retains a long hood, upright front end, muscular rear haunches, and an imposingly large grille. It also introduces a new design language that Bentley says will influence future models.

A Luxury Cocoon

Inside, the Torcal goes heavy on the luxury without abandoning the tech expected from a modern EV. Bentley wraps the cabin in premium materials, with the usual mix of leather, metal, wood, and plenty of customization options. The dashboard gets a wide, curved touchscreen that dominates the center of the cabin, giving the Torcal a distinctly modern look without turning the interior into a giant tablet on wheels. In fact, there’s no option for a passenger screen, which its Cayenne cousin gets.

Speaking of Porsche, that swoopy central screen will look familiar to anyone who has seen the new electric Cayenne. Bentley, naturally, adds its own software, materials, and design touches to make the cabin feel more like a model from Crewe than Zuffenhausen underneath all that shared hardware.

As for Rolls-Royce, its EV will also modernize things while staying true to its heritage. The connection between past and future could hide in plain sight. Although it hasn’t been confirmed yet, there’s a good chance the split-opening hood is coming back. Not to access the engine, but presumably a front cargo compartment.

Rolls-Royce’s Electric SUV Will Have The Best EV Tech BMW Has To Offer

While all the details about the Torcal are now out, Rolls-Royce has not disclosed the technical specifications of its upcoming electric SUV. Nevertheless, we can reasonably assume where some of the hardware will come from. We believe it’ll get the BMW Group’s Gen6 battery tech with cylindrical cells, and given the size and weight, something around the 141-kWh pack available in the iX5 would hardly be surprising. Dual motors and all-wheel drive are also a safe bet, while Rolls-Royce will obviously prioritize effortless performance over chasing Nürburgring lap times.

The Range Rover Electric is another heavyweight entering this increasingly crowded club. JLR has finally opened the order books for its first fully electric Range Rover, which sticks remarkably close to the familiar design. At the same time, it still has real all-terrain chops by retaining the off-road credentials that have defined the Range Rover for decades.

Looking ahead, Rolls-Royce’s electric SUV debuting next year might not be the only adversary for the Bentley coming from the BMW Group. The next-generation X7 arrives in 2027 with an electric iX7, and while that won’t compete directly with the Torcal, the rumored ALPINA version will. We’ve heard through the grapevine that a BMW ALPINA-badged iX7 is coming as a more upscale version with a higher price tag, though it won’t step into Rolls-Royce territory.

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

The award is particularly notable because BMW was the only automaker from outside China to receive this type of award. The WNEVC has recognized the Munich-based company for technological innovation six times overall, including five consecutive years. As I’m sure everyone knows by now, Gen6 centers on new cylindrical cells with a high-nickel cathode.

The battery uses an 800-volt electrical architecture and a cell-to-pack construction, meaning the individual cells are integrated directly into the battery without traditional modules. BMW says this lets it use space more efficiently while increasing energy density. More than 500 patents later, BMW developed Gen6 as a holistic system rather than simply a new battery pack. The team considered range, charging speed, efficiency, sustainability, safety, and driving dynamics together.

Not All Neue Klasse Batteries Are Created Equal

Despite all the talk about BMW’s new round cells, there’s an interesting exception hiding within the Neue Klasse family. The new EVs generally use lithium-ion batteries based on nickel-manganese-cobalt (NMC) chemistry, but the entry-level iX3 30 sold in China takes a different route. As we reported last month, the China-only iX3 30 uses lithium iron phosphate, or LFP, batteries.

LFP is itself a type of lithium-ion battery, but its chemistry eliminates nickel, cobalt, and manganese from the cathode. BMW is using the cheaper chemistry to reduce the cost of its entry-level iX3, while the more expensive iX3 40 and 50 versions continue to use NMC batteries. That makes the iX3 30 something of an oddball within the Neue Klasse lineup, and it remains unclear whether cars with NMC batteries will be available outside China.

BMW has designed the platform to accommodate different cell technologies, and the company points out that the Gen6 battery architecture is technology-open and can integrate other cell technologies. The LFP-powered iX3 30 is therefore a good example of that flexibility in action. It’ll be interesting to see whether the next-generation iX1 will use an LFP pack to keep the price low.

LFP Batteries: Advantages And Disadvantages

There are trade-offs, of course. LFP batteries generally have lower energy density than NMC packs, meaning they need more physical space to store the same amount of energy. On the flip side, LFP batteries can offer longer lifespans, better durability, and improved resistance to thermal runaway. For a base model where keeping the price down matters more than squeezing every last kilometer out of the battery, LFP makes plenty of sense.

For now, BMW sells the iX3 30 exclusively in China, where the long-wheelbase NA6 gets a 77-kWh LFP battery and a claimed 630 kilometers (391 miles) of CLTC range. However, the figure comes from a more forgiving testing cycle, and an equivalent WLTP rating would likely be at least 15% lower. The EPA estimate would be even lower.

As for the award, we’ll have to wait and see whether it helps BMW sell more cars in its largest single market, where demand has fallen dramatically in recent years.

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

More than 84,000 athletes from 162 nations are expected to take part in this year’s event on September 27. BMW is supporting the marathon for the 15th time as title partner, but this year’s edition has an obvious star on four wheels: the new i3. Its SUV sibling will also be there, as the iX3 will perform the same duty for the elite women’s field. The i5 and i4 will lead the national elite men’s and women’s groups, respectively, while an iX will serve as the official safety car.

In total, BMW is providing 60 cars for the event, including a bunch of iX1 and iX2 support vehicles that “will ensure everything runs smoothly.” In addition, the Motorrad division is supplying 14 motorcycles and two e-scooters. Speaking of the two-wheeled division and Berlin, it’s been making motorcycles in Germany’s capital for nearly 60 years.

The New BMW i3 Can Complete All Seven World Marathon Majors On A Single Charge

BMW is making a point with the i3’s appearance. The company describes the electric 3 Series as an “endurance specialist,” thanks in no small part to its claimed range of up to 906 kilometers (563 miles) in the WLTP cycle. The luxury automaker even jokes that, in theory, the i3 could complete all seven World Marathon Majors over a two-and-a-half-year period without recharging.

For now, though, the i3 has a much simpler job. It needs to drive 42.195 kilometers (26.2 miles) at the front of the world’s fastest marathon without getting in anyone’s way. That’s probably one of the easier endurance tests BMW could throw at it. The car’s public appearance in Berlin will take place just days before the new 3 Series (G50) breaks cover with gasoline, diesel, and plug-in hybrid powertrains.

BMW i3 Configurator Goes Live Next Week

Next week will be important for another reason. We’re expecting BMW to fire up the i3 configurator across Europe. Strong demand has brought the electric sedan’s launch forward, prompting an early release of a First Edition. However, customers won’t be able to configure the i3 as they please until next week. We should finally discover what the electric 3 Series looks like in its most basic form, as all the cars we’ve seen so far have had the M Sport Package and quite a few other options.

And while the sedan body style takes precedence, as always when a new 3 Series comes out, BMW will also make another Touring. The G51 with combustion engines and the fully electric NA1 are coming as early as next year or in 2028 for those who want a more practical car but don’t necessarily want an SUV like the X3 and iX3.

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

In the meantime, BMW has been unusually generous with previews by sharing many pieces of the 3er puzzle. We already know the G50 will look radically different from the outgoing G20, inherit much of its design and technology from the electric i3, and launch with a new M Performance flagship. Now, we’re just days away from seeing the production car without the camouflage.

BMW is taking an unusual approach with its core sedan. Instead of putting the combustion-engined 3 Series and electric i3 on the same architecture, the company is effectively splitting the family across two platforms. The G50 remains on an evolution of CLAR, while the i3 uses the dedicated Neue Klasse platform. They’re fundamentally different underneath, and they’re even built at different factories. The i3 comes from Munich, whereas production of the combustion-engined 3 Series is moving to Dingolfing.

View this post on Instagram

The i3 Has Already Previewed The New 3 Series, Inside And Out

Look at them from the outside, however, and you’d be forgiven for thinking they’re two versions of the same car. BMW design boss Adrian van Hooydonk has previously said customers should be hard-pressed to tell the two apart. Spy shots and the production i3 have certainly backed that up. Even their interiors will be borderline identical, although the electric sedan has a flat floor. By contrast, the ICE model will inevitably have a hump for the driveshaft, robbing passengers of some rear legroom.

Other differences remain because the G50 still needs to accommodate an engine. The i3 benefits from a dedicated EV architecture, letting BMW push the front wheels farther forward and give the car a shorter front overhang, with a frunk instead of an engine. The G50 has a longer nose to make room for its combustion engines. At least one plug-in hybrid powertrain has already been confirmed.

Two M-Badged Sedans And Another Two Wagons

At the top of the lineup, the M340i is going away, but BMW has already announced its replacement. The new M350 will have a more powerful B58 engine, but all signs point to an all-wheel-drive-only layout. Even if xDrive comes standard, a dedicated RWD model will be added via an over-the-air update next year. Looking ahead, BMW has already confirmed that a full-fat M3 is coming later, with the G84 likely launching in 2028. That one too might be exclusively xDrive and automatic, but nothing is official.

If you’re like me and believe the Touring is the superior body style, the G51 isn’t far behind. We may see it as early as next year, possibly followed before the decade’s end by a long-roof G88 M3. While the 3 Series lineup will remain diverse, it won’t include a successor to today’s M340d or any other six-cylinder diesel flavor.

Depending on where you live, we’ll learn everything there is to know about the G50 on Tuesday night or Wednesday morning.

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

When ALPINA officially entered the U.S. market in 2002, it wasn’t with a sedan at all, but with a proper legend: the ALPINA V8 Roadster (E52 Z8). It was powered by a bored-and-stroked 4.8-liter M62 V8 paired with a five-speed Switch-Tronic automatic gearbox. ALPINA built just 555 units worldwide and sent 450 of them stateside.

It took another 11 years for Buchloe to stake its claim in the SUV/SAV boom, finally launching the diesel-powered XD3 BiTurbo in 2013. American buyers, however, had to wait until 2021 to get their hands on a big, high-performance ALPINA bruiser with the arrival of the 612-horsepower XB7. The ironic part? BMW builds its X models right here in Spartanburg, South Carolina. So even though ALPINA’s SAVs had American roots from the start, U.S. buyers spent eight long years watching Europe have all the fun.

History, though, came shockingly close to looking very different. Two decades before the XB7 took over the fast lane, ALPINA almost built a performance SUV that would have sold like hotcakes here in the United States: the ALPINA X5 (E53). The following story was told by former ALPINA CEO Andreas Bovensiepen during

The Secret Prototype That Changed Everything

When BMW rolled out the original E53 X5, Wolfgang Reitzle, Head of Development at BMW, and Burkhard Göschel, BMW board member, knew the chassis was solid. But for anyone wanting real speed, the standard 4.4-liter V8 felt a bit tame. Reitzle picked up the phone and called his close friend, ALPINA founder Burkard Bovensiepen, to see if Buchloe could inject some life into BMW’s new high-rider.

ALPINA didn’t overthink it. They went straight to the top shelf and pulled the engine from the E39 B10 V8. Engineers stuffed that motor into an E53 body, creating a secret, fully functional prototype built almost entirely in-house. Reitzle originally wanted ALPINA to handle production themselves, aiming for around 3,500 units a year. The problem? Buchloe’s small facility simply couldn’t handle that kind of volume without upending its entire operation. Still, ALPINA kept refining the test mule to show BMW what the platform could really do.

When BMW executives finally took the prototype for a spin, they were completely sold.

And The BMW X5 4.6iS Was Born

The setup was so good that BMW offered to take over the project and release it as an official factory model. Mr. Bovensiepen was more than happy to hand over the reins, mostly because he wasn’t crazy about putting an ALPINA badge on an SUV anyway. Under the agreement, ALPINA supplied the heavy-duty engine internals, including the crankcase from its F3/F4 engine setups. BMW then assembled the powerplants directly on the line in South Carolina, designating the engine M62TUB46.

That secret test mule became the blueprint for a growing legend: the BMW X5 4.6iS. Rather than ending up as a rare boutique project, the 4.6iS was built in Spartanburg to the tune of 10,467 units. It turned the original X5 into an instant classic and proved that a heavy SUV could handle like a real driver’s car, all thanks to a quiet collaboration with Buchloe.

Exclusive photos show an ALPINA-tuned interior with a combination of purple and blue leather on the seats, center console and on the doors. Naturally, an ALPINA steering wheel was also installed. Fun fact: BMW Classic actually put the secret prototype to work as a utility vehicle for a few years, using it for daily parts runs. Sadly, there was no fairytale ending. It was eventually scrapped.

[Photos provided for editorial purposes by Todd Goldberg / instagram.com/OGX5M]

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

The Wider European Picture

ACEA’s broader Europe tally adds the UK and the four EFTA countries (Iceland, Liechtenstein, Norway, and Switzerland) to the EU. The ranking doesn’t change. BMW leads with 52,435 August registrations, followed by Mercedes at 47,587 and Audi at 36,677. Through the first eight months of 2026, the BMW brand has registered 534,686 cars in Europe, up 1.6 percent. Mercedes sits at 447,759 (up 3.4 percent) and Audi at 440,461 (up 4.1 percent). That puts BMW roughly 87,000 units ahead of Mercedes and 94,000 ahead of Audi. Those numbers cover the BMW brand alone. MINI added another 122,709 registrations over the same period, a 15.9 percent jump, which brings the BMW Group total to 657,395.

Ahead, But Not Pulling Away

Working backward from ACEA’s percentages, BMW’s year-to-date lead over Mercedes at this point in 2025 was about 93,000 units. Over Audi, it was around 103,000. Both gaps have narrowed, by roughly 6,000 and 9,000 cars respectively. August tells the same story in miniature: BMW’s EU margin over Mercedes shrank from about 6,000 units a year ago to 4,384 this time.

BMW will finish 2026 ahead of Mercedes and Audi in Europe. With almost 90,000 cars in hand and four months to go, Mercedes would need an extraordinary autumn to catch up. What could bother automotive analysts is the growth rate. EV registrations are up nearly 40 percent this year and plug-in hybrids more than 20 percent, while BMW managed 1.6 percent. But it’s also fair to point out that BMW’s new electric lineup is just now arriving on the market. The BMW iX3 deliveries have begun mostly in Europe while the i3 has yet to land in customers’ hands. The iX4 and iX5 are just around the corner, with more electric vehicles arriving next year.

Audi’s picture is stranger. It’s up 4.1 percent on the year, the best of the three, yet August was another steep decline. MINI is the clear bright spot in the Group’s numbers, growing ten times faster than the BMW brand.

EVs Are Surging, Combustion Still Rules

The wider market data shows a shift that is real but still partial. Through August, battery-electric registrations in Europe rose 38.8 percent to 2,133,364 units. Plug-in hybrids climbed 22.2 percent to 964,497. On paper, combustion looks like it’s collapsing, with petrol-only cars down 17.5 percent and diesels down 19.0 percent. That’s misleading. ACEA counts 48-volt mild hybrids as a separate category, and that category is still the largest in Europe: 3,334,039 registrations, up 10.5 percent. Mild hybrids alone outnumber pure EVs by about 1.2 million cars this year. Most new cars sold in Europe still burn fuel.

Overall, European buyers are moving to EVs at close to 40 percent growth a year, and BMW’s current numbers mostly reflect a lineup built before the Neue Klasse arrived. If the iX3 and i3 land the way BMW needs them to, the final months of 2026 and early 2027 are where it should show up first.

[Via: Bimmertoday]

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