The free exhibition brought together five decades of BMWs transformed by some of the world’s most influential artists. It started with Alexander Calder’s 1975 BMW 3.0 CSL and ended with Julie Mehretu’s 2024 BMW M Hybrid V8. In between were cars created by household names such as Andy Warhol, Roy Lichtenstein, David Hockney, Robert Rauschenberg, Frank Stella, Esther Mahlangu, Jeff Koons, Cao Fei, and Jenny Holzer.

Some of the cars are arguably more spectacular than others, but the collection’s diversity is part of its appeal. These aren’t simply BMWs with fancy paint jobs. Each artist was free to interpret the car in their own way, turning the vehicles into rolling works of art. The Munich exhibition capped off an even bigger global celebration. Since March 2025, the BMW Art Car World Tour has made 60 stops in more than 30 countries across five continents.

More than two million people saw the Art Cars during the worldwide tour, which included events such as the 24 Hours of Le Mans, Le Mans Classic, Pebble Beach Concours d’Elegance, and Concorso d’Eleganza Villa d’Este. BMW isn’t putting the collection completely back into storage now that the anniversary exhibition is over. Starting September 30, the BMW Welt app will offer digital content covering the history and creation of the Art Cars.

The BMW Art Car Becomes A Widget For The Latest Models

If you happen to have one of the newer BMWs that run on iDrive X, there’s good news. BMW is also bringing five Art Cars to the Panoramic iDrive as widgets. That’s marketing lingo for the pillar-to-pillar windshield projection. The new iX3 was the first BMW to feature it, with the i3 and X5/iX5 following shortly afterward.

Owners will be able to select artwork from Ken Done’s 1989 M3 Group A, César Manrique’s 1990 730i, A.R. Penck’s 1991 Z1, Esther Mahlangu’s 1991 525i, or David Hockney’s 1995 850 CSi.

Meanwhile, the actual cars will continue traveling. Robert Rauschenberg’s Art Car is now on display at the BMW Museum in Munich, while Julie Mehretu’s M Hybrid V8 will head to Cape Town in December.

BMW remains tight-lipped about the next Art Car, though it’s likely not in a rush since Julie Mehretu’s M Hybrid V8 is only a couple of years old. In the meantime, all we can do is speculate about the identity of the #21 car and whether the time has come for the first EV to get the Art Car treatment. Perhaps the M3 ZA0? We can already hear the outcry from traditionalists….

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The fourth-generation M5 is particularly noteworthy because it has already appeared in previous Gran Turismo games but has been absent from GT7 since the game launched in 2022. Its return means players will once again be able to experience BMW’s famously high-revving super sedan in the latest installment.

Whether the E61 Touring will follow remains unclear, but it would be great to have the wagon as well. Meanwhile, the E60 is the first M5 confirmed for GT7, as neither older nor newer generations are currently available. In total, you can drive 20 vehicles wearing the roundel, plus the BMW V12-powered McLaren F1 GTR race car.

GT7 Is Getting A Dozen Of New Cars Soon

The M5 won’t be coming alone. The video below also shows other additions to the virtual garage, including the Honda MUGEN MOTUL Civic Si Race Car, Citroën 2CV, Honda Stepwgn, Mazda RX-Vision GT3 Concept, and Xiaomi Vision GT. Six cars have been identified so far, meaning six more remain to be revealed.

Spec IV is shaping up to be considerably more than another routine car-pack update. Sportsland SUGO will join the game in October, while the legendary Autumn Ring will return in December after last appearing in a mainline Gran Turismo game with GT6. The latter will also receive a significantly expanded layout alongside its familiar configuration.

Polyphony is also adding new features, including Vintage, which will showcase cars no longer available to purchase new, and Car Concierge, a service for ordering Used and Legend cars. Driving Experiences, an expanded Car Viewer, a higher Collector Level cap, Shuffle Races, Online Drift Trials, and a new Family mode are also part of the extensive update.

More details about the cars arriving in Spec IV are expected at the Gran Turismo World Series Round 3 in Singapore on October 3. That should reveal exactly when the M5 will become available, whether in October or December. The E60-generation model first appeared in the racing-game franchise with Gran Turismo 4 Prologue, which was released in December 2003. You can also drive it in GT5, GT6, and the PSP version developed for Sony’s PlayStation Portable handheld console.

BMW models available in Gran Turismo 7:

• 3.0 CSL ’71
• 3.0 CSL ’73
• VGT
• M Hybrid V8 ’25
• M2 Competition ’18
• M3 ’03
• M3 ’07
• M3 ’89
• M3 ’97
• M3 GT ’11
• M3 Sport Evolution ’89
• M4 ’14
• M4 Gr.4
• M4 Safety Car
• M6 GT3 Endurance Model ’16
• M6 GT3 Sprint Model ’16
• Z4 3.0i ’03
• Z4 GT3 ’11
• Z8 ’01
• i3 ’15

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A More Affordable 2 Series Gran Coupe

Until now, the least expensive version available in Japan was the BMW 220 Gran Coupe M Sport. That model currently costs ¥5.36 million ($34,342), meaning the new original saves buyers ¥380,000 ($2,435)—or a little more than seven percent. It also undercuts the diesel-powered 220d Gran Coupe M Sport, priced at ¥5.56 million, by an even greater margin.

BMW achieved the lower price by “carefully selecting” the car’s standard equipment. However, the company has not provided a comprehensive list explaining exactly what buyers lose compared with the M Sport model. Based on the positioning, sportier appearance items and some comfort equipment are the most likely candidates, but an updated Japanese specification sheet will be needed for a precise comparison. More importantly, the company has retained several of the features buyers are likely to value most. Navigation, Driving Assist, Digital Key Plus, and the BMW Intelligent Personal Assistant all remain standard. The result should feel like a simplified 2 Series Gran Coupe rather than a dramatically stripped-down model.

The 48-Volt Hybrid Powertrain Remains

If you’re wondering, BMW didn’t tone down the powertrain to reach the lower price, either. The 220 Gran Coupe original keeps the same 1.5-liter turbocharged three-cylinder B38 engine, seven-speed dual-clutch transmission, and 48-volt mild-hybrid system used by the M Sport version. Together, the engine and electric motor produce 170 horsepower and 280 Nm (207 pound-feet) of torque. The electric motor is integrated into the transmission, allowing it to support the gasoline engine during acceleration, recover energy under deceleration, and provide smoother engine restarts.

Those figures are modest, but they suit the 220’s role as the accessible member of the lineup. Buyers seeking substantially more performance can still move up to the M235 xDrive Gran Coupe, which costs ¥7.44 million (around $47,680) in Japan.

BMW’s “Original” Strategy Expands

The new model also continues BMW Japan’s broader use of the “original” designation. Rather than representing a special edition, the name identifies a more affordable configuration that retains the vehicle’s core technology while reducing its standard equipment. BMW has already applied the same formula to other models, introducing an X2 sDrive20i Original alongside the new Gran Coupe. A 1 Series version came earlier this year by way of the 120 Original.

A ¥380,000 discount doesn’t really reposition the 2 Series Gran Coupe’s position in the Japanese market. But bringing the starting price below ¥5 million makes BMW’s smallest four-door even more approachable. Even more impressive, BMW’s done so seemingly without compromising key features or diminishing performance capabilities. For buyers uninterested in paying extra for the M Sport treatment, the 220 Gran Coupe original is a more sensible choice.

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Rather than simply following the mobile photo laboratory from one event to another, BMW’s electric SUV will tow the caravan throughout its journey. It’ll also supply electricity to some of the equipment inside thanks to the vehicle-to-load (V2L) function that turns the new iX3 into one giant power bank. It’s a neat demonstration of how truly useful bidirectional charging can be, as multiple electrical devices can be powered simultaneously at up to 3.7 kW.

The year-long journey across France features the iX3 50 xDrive, which makes sense given its larger 108.7-kWh battery. EVs and towing don’t necessarily bode well for range, so it’s understandable why BMW is using this version instead of the iX3 40 with its 82.6-kWh pack. As impressive as the official WLTP rating is, hitting those 500 miles (805 kilometers) while towing a mobile photo studio won’t be easy, if not impossible. Real-world range will inevitably be affected by the trailer’s additional weight and aerodynamic drag.

BMW Puts The New iX3 To Work

The luxury crossover is being asked to tow a fairly unusual load, travel hundreds of miles between events, and keep photography equipment running along the way. That’s a much more interesting demonstration of V2L than simply plugging in a few household appliances for a promotional video. For BMW, it’s an unconventional but clever way of demonstrating what the new iX3 can do beyond simply carrying passengers.

The electric crossover plays an active role in the studio’s energy autonomy, forging a direct connection between its battery and the photographic process. Beyond V2L, the electric crossover also supports vehicle-to-home (V2H) and vehicle-to-grid (V2G). With V2H, the iX3 can act as a temporary energy storage system for a home. It does so by storing surplus electricity generated by rooftop solar panels and making that energy available later when needed.

V2G takes the concept a step further. It allows electricity stored in the vehicle’s battery to be fed back into the public power grid. This lets the car become part of the wider energy system, with owners potentially earning money for making their stored energy available when the grid needs it.

Getting back to the tour at hand, it kicked off at the Ministry of Culture in Paris and will make these stops until the trip ends in a little over a year:

2026

• September 5–6: GLAZ Festival (Rennes)
• September 12–13: Rencontres Image et Environnement at Zone i (Thoré-la-Rochette)
• September 26–27: QPN – Quinzaine Photographique Nantaise (Nantes)
• October 3–4: EOP – Espaces d’Œuvres Photographiques (Rouen)
• October 10–11: Nicéphore+ (Clermont-Ferrand)
• October 16–17: Les Villes Invisibles (Nîmes)
• October 24–25: Planches Contact Festival (Deauville)
• November 7–8: Le Mois de la Photo / Lumière d’Encre (Céret)
• November 11–15: a ppr oc he – Les Nuits Photo – Paris Photo – Photo Days – Photo Saint-Germain (Paris)

2027

• March 12–13: Printemps Photographique de Pomerol (Pomerol)
• March 27–28: Les Photographiques (Le Mans)
• April 3–4: Itinéraires des Photographes Voyageurs (Bordeaux)
• May 8–9: LUM Festival (Seix)
• May 15–16: BPM – Biennale Photo de Mulhouse (Mulhouse)
• May 22–23: L’Événement Photographique (Nancy)
• May 29–30: Présence(s) Photographie (Montélimar)
• June 5–6: Festival Photo La Gacilly (La Gacilly)
• June 12–13: Moulin Blanchard – Hors les Murs (Perche-en-Nocé)
• June 19–20: Les femmes s’exposent (Houlgate)
• June 26–27: Mondes en commun – Musée départemental Albert Kahn (Boulogne-Billancourt)
• July 3–4: Mesnographies (Les Mesnuls)
• July 10–11: OFF Arles – La Kabine (Arles)
• July 24–25: L’été photographique de Lectoure (Lectoure)
• September 18–19: Photoclimat (Paris)

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The work took place during a three-week production shutdown from August 8 through August 30. While the X1 and X2 were temporarily absent from the assembly lines, more than 1,000 employees from partner companies came in to carry out the extensive modifications. Production of the two compact crossovers in Regensburg has now resumed as planned. The centerpiece of the overhaul is a new “Vormontage Energiemodule” (VEM), or energy module pre-assembly, integrated into the vehicle assembly process. BMW refers to the key step as the “Speicher-Hochzeit,” which translates roughly to “battery marriage.”

Happily Married

As the name suggests, this is where the high-voltage battery is joined to the vehicle’s body. Unlike the traditional automotive “marriage,” which connects the combustion engine to the body, the Neue Klasse production process brings the battery and body together at the beginning of final assembly.

BMW has built a new assembly line for the process, along with a high-bay warehouse capable of holding enough energy modules for an entire day’s production. The batteries are automatically transported from the warehouse to the VEM line via a conveyor bridge, arriving in the correct sequence and at precisely the right time.

Robots then secure the battery to the body, effectively making the high-voltage energy storage system part of the vehicle’s structure. Once the operation is complete, the vehicle returns to the regular assembly flow.

The changes at Regensburg go far beyond the new battery assembly area. BMW used the shutdown to carry out hundreds of modifications across the press shop, body shop, paint shop, vehicle assembly, and logistics operations. One of the more important goals was to make every production system flexible enough to accommodate BMW’s existing models and Neue Klasse vehicles on the same lines.

That flexibility will become increasingly important as BMW continues its transition toward a mixed lineup of combustion-engined, plug-in hybrid and fully electric vehicles. Regensburg already builds all three powertrain types on a single production line, with more than 1,400 X1s and X2s rolling off the assembly line each day.

Regensburg Could Build The Next-Gen iX1 Neue Klasse

BMW says production of Neue Klasse models will begin at Regensburg in the second half of this decade. It’s a rather vague timeline, but we believe it’s going to happen late next year. Leading the way should be the next-generation iX1. After all, it’s already been spotted testing with its full production body and final lights. Codenamed NB5, the revamped electric crossover is rumored to enter production in November 2027.

If our sources are accurate, BMW is completely revamping the iX1. It’s skipping the facelift and moving to a rear-wheel-drive platform. The RWD switch will be paired with cylindrical battery cells, delivering greater range than today’s prismatic cells. It should look like a baby iX3, inheriting the iDrive X central display and the pillar-to-pillar windshield projection.

If series production does get underway in a little over a year, the first deliveries should start in early 2028.

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For now, Brazil only gets the iX3 50 xDrive with a standard wheelbase. The technical specifications should be familiar by now, as this version has been on sale in Europe for about a year. As a refresher, the dual motors deliver a combined 469 horsepower and 645 Nm (476 lb-ft) of torque. The all-wheel-drive EV can accelerate from 0 to 100 km/h (62 mph) in 4.9 seconds, which should be plenty quick for most shoppers.

More importantly, the iX3 has earned the title of Brazil’s longest-range EV. The 50 xDrive is officially rated at 570 kilometers (354 miles) under the country’s PBEV/Inmetro testing procedure. That figure needs some context. The same iX3 has vastly different range ratings depending on the testing cycle used. In Europe, the 50 xDrive can travel up to 805 km (500 miles) under WLTP, while the U.S. version has an EPA estimate of 434 miles (698 km).

The BMW iX3 Is The Range King Among EVs In Brazil

The discrepancy comes down to testing methodology. Inmetro’s procedure is more demanding than WLTP and EPA testing, with the Brazilian cycle designed to better account for conditions such as frequent stop-and-go traffic in heavily congested urban areas. That makes it more relevant for prospective buyers than high range figures that can be difficult to achieve in the real world.

The iX3 hits Brazilian dealers later this month, and BMW is happy to report that it has already enjoyed a “pre-sale marked by high customer demand.” It sits above the iX1 and iX2 in the local EV lineup, alongside the outgoing i4 and below the upcoming iX5. While 570 km might not sound spectacular compared with the headline-grabbing range figures BMW quotes for the iX3 elsewhere, especially in China, the Brazilian certification puts the new electric crossover at the top of the local market.

Although the iX3 was the star of the show, BMW’s Brazilian presence wasn’t all about EVs. The automaker also brought the M135, M4 Competition, and X7 flagship SUV. Additionally, attendees could get behind the wheel of the M2, M3, and M4 for test drives on the historic 2.6-mile (4.3-kilometer) track in São Paulo.

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BMW 3.0 CSL Steering Wheel

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

E28 BMW M5 Steering Wheel

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

E46 BMW M3 and 330i ZHP Steering Wheel

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

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

F30 BMW M Sport Steering Wheel

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

F80 BMW M3 Steering Wheel

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

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

Later BMW Steering Wheels Became Busier

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

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

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Which Cars Are Affected

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

The Fix

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

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

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A Hood That Isn’t A Cover

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

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

Colored Carbon, Two Directions

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

What’s In The kit

The full program covers ten components:

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

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

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

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Five JCWs, One Common Theme

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

The Combustion Holdouts: Hatch, Convertible, and Countryman

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

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

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

The First Electric JCWs: J01 and J05

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

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

Pricing and Availability

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

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

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

The i3 Comes Back From The 3 Series’ Future

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

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

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

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

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

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

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

The Wind Of Change

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

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

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

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

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

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

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

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

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

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

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

The BMW iX3 40 Still Has Plenty Of Range

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

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

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

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

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A More Realistic Testing Method

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

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

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

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

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

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

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

Range Winner, Not Overall Winner

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

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

[Via BimmerToday]

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

America and Wagons

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

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

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

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