Packaging Is An Issue

The core problem comes down to physics and packaging. A hydrogen fuel-cell system capable of delivering genuine performance output requires multiple stacks working in concert, each demanding its own thermal management infrastructure. Stack them up for M-car power figures and you quickly run out of space — and gain a great deal of weight. Van Meel described the end result bluntly: you end up with something the size of a truck. That’s not a problem BMW M is anywhere close to solving.

The same challenge extends to motorsport. BMW M has been exploring whether hydrogen could play a role in endurance racing, but van Meel acknowledges the brand has yet to find a workable path. Burning hydrogen directly in a combustion engine — the route Toyota has been exploring in racing — would make the engineering easier, but BMW’s philosophy rules that approach out. For BMW, hydrogen means fuel cells and zero tailpipe emissions, with water vapor as the only byproduct. That’s a harder technical bar to clear, especially on a race circuit where refueling time, weight distribution, and packaging are all critical variables.

A Road Car Program That’s Very Much Alive

None of this reflects a lack of effort or belief in the technology at the road car level. BMW confirmed in September 2025 that its hydrogen iX5 — allegedly badged the iX5 60H xDrive — will enter series production in 2028, making BMW the first global premium manufacturer to bring a fuel-cell passenger car to market at scale. The nameplate follows years of real-world development: a global pilot fleet has been running since 2023, covering more than a million test kilometers across more than 20 countries in conditions ranging from extreme heat to sub-zero cold.

The production iX5 Hydrogen will use a third-generation fuel-cell system co-developed with Toyota, the result of a partnership between the two automakers stretching back to 2011. That system will be meaningfully more compact, more powerful, and more efficient than the second-generation stack used in the pilot fleet — improvements that make it viable for a production SUV, even if they don’t yet crack the packaging puzzle for a sports car.

Fuel-Cell Stacks Made in Germany

Production of the fuel-cell stacks will take place at BMW’s Steyr plant in Austria, with key components including a new hydrogen-specific high-voltage controller manufactured at the Landshut facility in Germany. The iX5 Hydrogen will slot into the next-generation X5 lineup as one of five available powertrain options — a remarkable range that also spans petrol, diesel, plug-in hybrid, and battery-electric variants.

BMW’s decision to stay the course on hydrogen while most rivals have stepped back reflects a genuine strategic conviction that the technology will find its place, particularly in markets where charging infrastructure lags or in use cases where long range and fast refueling matter most.

For BMW M, the honest answer is that hydrogen remains an open question rather than a roadmap item. The division’s near-term focus sits firmly with combustion performance, plug-in hybrid systems, and the battery-electric models taking shape under the new platform architecture. Whether fuel-cell technology ever finds its way into an M product will depend on breakthroughs in miniaturization and thermal management that simply don’t exist yet. Van Meel hasn’t closed the door — but he hasn’t opened it either.

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F87 M2 CS on Bring a Trailer: What to Know

The latest F87 M2 CS to come to market is chassis 7H20707, currently touting just 3,200 miles. The reason the car caught our attention, aside from the low mileage, is the fact that this specific M2 CS seems to be configured nearly identically to the press/debut car. That means Misano Blue paint, gold-finished Style 763M 19-inch wheels, and carbon ceramic brakes. Although, in this case, the brakes are finished in gold paint rather than the red paint adorning early M2 CS photos. Still — that’s a niggle we’re willing to ignore. Especially when you consider this M2 CS is also equipped with arguably the most important option: a six-speed manual transmission.

While the DCT is no slouch — and arguably a better choice for a track-going M2 CS — the engagement offered by the six-speed is so good that it’s hard to pass up on, and would be my personal choice. It’s also rarer than a DCT car. A deep dive on M2 CS production numbers revealed only 940 manual cars were produced compared to just over 1,400 DCT cars. Surprisingly, this car actually has a couple of small modifications, too, although nothing that should severely impact the value. Color-matched front reflectors and blacked-out rear reflectors are present, and a black badge was added in place of the regular silver one.

What Makes the F87 M2 CS Special — and What It’ll Cost

In case you somehow forgot what makes the M2 CS special, we’ll give you the quick and dirty. It’s the highest-performing variety of the M2, relying on an S55 twin-turbo inline-six now making 444 horsepower, more than any other F87 M2 variant. Lightweighting efforts include a carbon fiber center console, carbon fiber roof, lightweight hood, seats grabbed from the M4 CS, and more. Ultimately, the car weighs around 55 pounds less than the M2 Competition. But, that includes the addition of substantial aero in the way of a front splitter and special gurney wing. Perhaps most importantly, the M2 CS benefits from an adaptive M suspension conspicuously absent from the M2 Competition.

How much cheddar does an M2 CS like this set you back? Well, a lot. But it might not be as much as it once was. In 2022, a similar-spec 4,100-mile example went for $104,000 on the same auction site. But two years later, a similar 1,400-mile example finished at “just” $100,000. This car, with only some minor differences and slightly higher mileage, will serve as a excellent litmus test for where current M2 CS values are. If the prior two sales are indicators, this car might actually fail to crest $100,000. Which, while far from a bargain, would signal that the market is ever-so-slightly softening on these incredible machines.

Interestingly, a G87 M2 CS is also for sale on BaT. Top bid on the F87 is $77,777, while the G87 currently sits at $76,666. Weird coincidence. Either way, the Misano Blue M2 CS is off to the highest bidder on Friday, March 6 at 12:38 PM PST. You can view the current 2020 M2 CS auction here.

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What BMW Will He Drive?

When Real Madrid players received their official vehicles at the start of the season, Mbappé was assigned a BMW i7 xDrive60 — a full-size electric limousine stretching 5.4 meters in length and nearly two meters wide. Built for the back seat, it is whisper-quiet and supremely comfortable, making it ideal for a chauffeur-driven superstar.

But it’s also possible he might opt for a newer electric model. We’ve already seen the Real Madrid squad posing with the BMW iX3 Neue Klasse and the smiles on players’ faces might hint at this new EV becoming a darling at Valdebebas.

The iX3 offers a WLTP-certified range of up to 805 kilometers on a single charge — surpassing the i7 it is replacing, at roughly half the price. Its 400 kW peak charging capability takes the battery from 10 to 80 per cent in just 21 minutes, backed by an 800-volt electrical system. Power comes from dual motors producing 469 horsepower, with 0–100 km/h in under five seconds. Mbappé, the current top scorer in both LaLiga and the Champions League, could also be the first member of the Real Madrid squad to receive one — the iX3 having only just arrived on the market.

The Partnership Behind the Keys

The story sits within one of European football’s most strategically purposeful sponsorships. BMW replaced Audi as Real Madrid’s official automotive partner ahead of the 2022/23 season, ending a 19-year relationship after Audi chose to redirect its football investments toward Bayern Munich, in which it holds an equity stake.

The BMW deal that followed is broader than a fleet arrangement: the German brand serves as Real Madrid’s “sustainable mobility partner,” supplying fully electric vehicles to the men’s and women’s football squads, the basketball team, coaching staff, and executives. Every car in the program features a charging socket.

The partnership has also produced joint sustainability initiatives, including the “Rethink The Game” event held at the Santiago Bernabéu, which brought together dialogue on future mobility and social responsibility. For BMW, the exposure is significant — Real Madrid’s global fanbase exceeds 600 million people, delivering reach across Europe, the Americas, Asia, and the Middle East.

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A new video shot on the Autobahn shows just how serious its pace is. On an unrestricted section of the German highway, the M2 CS effortlessly hit its top-speed limiter. BMW programmed the Competition Sport to stop accelerating at 188 mph (302 km/h). However, the digital instrument cluster’s speedometer reads slightly beyond that, showing 190 mph (305 km/h).

The explanation? Modern speedometers tend to overread slightly compared to actual speed. The GPS-based data display indicates the M2 CS was traveling about as fast as BMW claims, though we can’t help but wonder how much quicker it might have gone without the limiter. Then again, the CS isn’t necessarily about outright top speed as the sharper M2 is designed to put a smile on your face in the corners.

The onboard footage is yet more proof that the S58 is an absolute gem. It delivers ferocious acceleration in the baby M car, aided by the eight-speed automatic transmission’s lightning-quick shifts. There’s no manual this time around, a decision made out of necessity. BMW M boss Frank van Meel recently explained that a manual gearbox can’t handle this much torque, so if you want three pedals in an M2 CS, only the previous generation offers a stick.

BMW M is future-proofing the twin-turbocharged 3.0-liter inline-six by updating it to meet Euro 7 regulations. A revised version is expected to power the next-generation M3 (G84), due in 2028. It’s likely to be offered exclusively with xDrive and an automatic transmission.

However, purists need not worry. We believe the M2 and its big brother, the M4, will soldier on with a clutch pedal until mid-2029. With roughly three years left, BMW is unlikely to phase them out without a proper send-off. Whether an M2 CSL will materialize remains unclear, but the manual will likely be honored in one way or another before it’s retired for good.

In the meantime, BMW is preparing to introduce an xDrive variant of the M2. Its arrival later this year is all but confirmed, following a recent slip-up on the company’s U.S. website. The all-wheel-drive M2 was briefly listed as a 2027 model-year product, suggesting an official debut is just months away.

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According to a well-placed BMW insider posting on the Bimmer Post forums, the new X5 will be slightly longer. Overall length is said to increase by 59 millimeters (2.3 inches) to 4994 mm (196.6 in). At the same time, height drops by 14 mm (0.5 in) to 1751 mm (68.9 in). The fifth generation of Munich’s original SUV is also believed to be slightly narrower. Without mirrors, the width is decreasing by 4 mm (0.1 in) to exactly 2000 mm (78.7 in).

We’re expecting roomier rear seats following a 60 mm (2.36 in) wheelbase stretch. That would put the distance between the axles at 3035 mm (119.4 in). Nevertheless, it still wouldn’t match the X5 Li (G18) sold in China, where the wheelbase measures an X7-matching 3105 mm (122.2 in). Although the X5’s overall height is dropping slightly, ground clearance is surprisingly increasing by 12 mm (0.5 in) to 226 mm (8.9 in).

Predictably, the X5 will weigh slightly more than the outgoing model. According to the same insider, the upcoming generation will be 125 kilograms (275 pounds) heavier than the xDrive40i on sale today. Consequently, the new 40 xDrive will tip the scales at 2,290 kg (5,049 lbs) without a driver.

Under the hood, the venerable B58 engine will be updated to the B58B30M3 specification. Output from the turbocharged inline-six is expected to reach 394 hp and 540 Nm (398 lb-ft), up by 19 hp and 20 Nm (15 lb-ft) compared to the outgoing X5 xDrive40i. A mild-hybrid setup will contribute an additional 17 hp (up 5 hp) while maintaining the same 200 Nm (124 lb-ft) as before.

Although only the xDrive version is mentioned, the BMW USA website also listed an sDrive variant. The rear-wheel-drive 40 would weigh slightly less, though most customers are unlikely to notice the difference. For reference, only 36 kg (79 lbs) separate the 2026 X5 sDrive40i from the X5 xDrive40i.

The Spartanburg plant in South Carolina is rumored to kick off production in August, suggesting an official reveal is scheduled for early summer.

Source: Bimmer Post

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The Leipzig pilot began quietly in December 2025. A broader test is planned for April 2026, with a full-scale permanent pilot launching in summer 2026. Two AEON units will work simultaneously across two use cases, with BMW expecting both to be in production by year-end.

“Digitalisation improves the competitiveness of our production — here in Europe and worldwide,” said Milan Nedeljković, BMW’s head of production and incoming CEO. “The symbiosis of engineering expertise and artificial intelligence opens up entirely new possibilities in production.”

Inside the Announcement: BMW’s Talent Campus, Munich

BMWBLOG attended the exclusive reveal event at BMW’s Talent Campus in Munich, where the company brought together media, engineers, and technology partners to unveil the Leipzig partnership and put AEON through its paces in live demonstrations and hands-on workshops. It was a rare look behind the curtain at how BMW is thinking about the next decade of factory work.

Why Leipzig, and Why Hexagon

Leipzig is BMW’s most technologically complete German plant, covering battery manufacturing, component injection molding, press, body shop, and final assembly — meaning testing AEON there covers the full range of production environments in one location.

Hexagon, meanwhile, is a long-standing BMW partner in precision measuring equipment and software. When they moved into physical AI with AEON, BMW already knew their strengths — and it shows. Arnaud Robert, President of Hexagon Robotics, presented the robot at the Talent Campus, making clear that AEON was designed from the ground up for industrial work. “We’re not in the dancing business — we’re in the working business,” he said, drawing a deliberate line between AEON and the performance-focused robots that dominate tech demos.

AEON carries 22 integrated sensors — peripheral cameras, time-of-flight, infrared, SLAM cameras, and microphones — giving it full 360-degree real-time awareness. That sensor suite isn’t just for navigation: it enables quality inspection tasks that traditional fixed robots can’t perform. AEON moves on wheels rather than legs, a choice Robert said came after rigorous testing of multiple locomotion systems. “Wheels turn out to be by far the most efficient locomotion mechanism in terms of energy use and speed over distance,” he explained. “A factory floor is usually super-even surfaces, so we truly benefit from the speed.” AEON reaches 2.5 meters per second and swaps its own battery in 23 seconds, enabling genuine around-the-clock operation.

What AEON Does — and How It Learns

Robert demonstrated two live use cases on stage. First, autonomous door panel inspection: AEON mounted a high-resolution scanner capable of capturing one million points per second at 50-micron resolution, navigated to a car door, and performed a full quality scan — checking assembly tolerances and surface defects — without any human input. Second, a human-robot handoff, demonstrating how AEON adapts when a person enters its workspace mid-task.

AEON learns across four layers of physical AI. At the base: simulation and reinforcement learning, where thousands of virtual instances run simultaneously to discover optimal movement strategies. “It turned out, through simulation and running thousands of potential ways to do this, the most efficient way is actually using inertia,” Robert noted — a result no engineer would have hard-coded.

Above that: perception-based task completion, where telling AEON to “scan the door” is sufficient — it finds the door, positions itself, executes, and reports. Third is imitation learning, where roughly 20 teleoperated demonstrations are enough for AEON to generalize into autonomous operation. BMW’s Competence Center recorded about 2,000 demonstrations for a single bin-picking task, training a model overnight. “If you would automate that with traditional solutions, this would not be a week — this would be a lot more,” a BMW engineer told us during the workshop session. Finally, world models allow AEON to handle unfamiliar objects by reasoning about them in context, adapting grip and movement on the fly.

The Q&A: Candid Answers on Hard Problems

After the demos, Robert fielded a sharp set of questions from the floor — and the exchanges during the workshops were more revealing than the presentation itself.

On LLM hallucination in physical robots, Robert was direct: “We see very, very little hallucination” because AEON’s foundation models are trained on curated, domain-specific factory data rather than the open internet. Two onboard NVIDIA Jetson cards handle all AI processing locally — one for sensor fusion, one for task execution — meaning the robot can detect and correct errors in real time without cloud dependency.

One attendee put the training data challenge bluntly: LLMs like ChatGPT are built on internet-scale data, but “there’s no Google search for robots.” Robert acknowledged it and outlined the two-part answer: continuous teleoperation data collection that feeds back into the model for all robots simultaneously, plus AEON’s sensor advantage — “we capture not only the actuator movements, which most people do, we actually capture the entire data of the environment.” BMW added a third layer: their proprietary manufacturing data — CAD models, digital twins, documented production tasks — is training material no competitor can access.

Asked whether robots could ever keep pace with human workers on BMW’s assembly lines — which run at a takt time of 55–56 seconds per vehicle, with workers physically climbing into moving cars — BMW was frank: “A robot jumping into a moving car and assembling parts — I cannot see this in the near future.” Where robots already have the edge is consistency. “The scanning is a good example,” Robert noted. “The robot learns the optimal way to scan and does it exactly the same way every time. Humans make mistakes and try again.”

On cybersecurity — whether networked robots that learn from each other could be hijacked — Robert acknowledged the concern directly: “We take it pretty seriously, with quite a bit of cybersecurity around it and very little control from the outside.”

Lessons from Spartanburg, Applied in Leipzig

BMW didn’t start this experiment in Europe. The world’s first humanoid deployment at a BMW plant took place in Spartanburg, South Carolina, with Figure AI. Over ten months, Figure 02 worked daily ten-hour shifts on the BMW X3 body shop — moving over 90,000 sheet metal components and logging roughly 1,250 operating hours. “The transition from the lab to real production was, for me, faster than we expected,” said Michael Nikolaides, Senior VP for BMW’s Production Network. Two robots worked in tandem, one operating while the other charged.

The key lesson BMW is applying at Leipzig: involve IT, safety, process management, and logistics from day one. Infrastructure readiness — safety barriers, Wi-Fi 6 connections, standardized interfaces — was a prerequisite, not an afterthought.

A Competence Center and a Long-Term Vision

To scale this work, BMW has established a Center of Competence for Physical AI in Production in Munich. “We deliberately avoid black box models in live production,” Nikolaides explained. Every project is assessed against five criteria: industrial manageability, security, economic viability, integration capability, and scalability.

BMW’s manufacturing data — its CAD models, digital twins, and decades of documented production tasks — gives it a structural training advantage that no external lab can replicate. Asked how many robots BMW might have in five years, Robert didn’t hedge: “I hope there will be thousands — we will see a different world with these robots, also outside manufacturing.” The Leipzig pilot, with two units and two use cases, is where that count begins.

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Exploring ZHP: What it Means and What it Is

The ZHP, option code for the Performance Package, was a package BMW debuted on the 330i and 330ci (coupe/convertible) for model years 2003-2006. That was a chunk of change especially  back then; but you got so much for your money. A special M-Tech II body kit and light 18-inch wheels transformed the E46’s understated exterior into something a little bit more extroverted. A modified suspension included firmer springs, special control arms, and stiffer dampers. BMW also dialed in some additional negative camber and added a unique, lighter cross-brace in the front. The car also got a little power bump. Ten additional horsepower and 300 extra rpm brought total output up to 235 horsepower and redline to 6,800 rpm. The car’s cabin saw small improvements, too. An Alcantara-wrapped steering wheel, excellent shift knob (for manual-equipped cars), and unique trim on the dash made the car feel all the more special.

Today, it’s well-reflected that the ZHP cars are some of the most unique and compelling cars BMW ever made. Even less-than-perfect cars command a premium over similar non-ZHP cars. Well-kept ones sell for as much as $30,000 — that’s a lot for a car that’s only recently come into true “classic” age. The car’s unique blend of honed driving precision, stylish looks, and uncompromised comfort and luxury make it in some ways the quintessential “modern” BMW. BMW appeared to know it, because that’s not where the ZHP’s legacy ends.

ZHP: It’s More Than Just the E46

The 435i ZHP coupe, part of the F32 BMW 4 Series generation, was the first time ZHP returned, ten years after the package’s initial run ended. Treatment was similar; unique body components, a limited-slip differential (LSD), and some M Performance goodies (including additional power and a throatier exhaust). Then, BMW did it again in 2018 with the 340i ZHP. It got, more or less, the same upgrades. Both models are considered highly desirable, and both were a limited production run. BMW only produced 100 of each. These cars, too, were massive improvements over the standard cars. While arguably less dramatic a character change, the LSD alone made the cars markedly different than non-ZHP counterparts.

Strong Competition: Runner-Up Packages

We’d be remiss if we didn’t include mention of at least some of the alternate heirs to the throne. The whole reason we’re talking about the ZHP at all, of course, is BMW’s recent introduction of the M Performance Track Kit to the G87 BMW M2. While €23,500 plus tax in Germany, rest assured that it’s as extensive as it is expensive. An adjustable splitter and swan-neck rear wing, extra scoops and diffusers, and special coilover suspension turns the already competent M2 into a purposeful track car. No doubt; it’s a cool bit of kit. But a value proposition it is not. Especially compared to the ZHP. It also significantly compromises the car as a road car (which, of course, is very much the intent).

The most obvious choice for second place, though, is ZCP, or the Competition Package. Available beginning with the E46 M3 and namesake for the more modern Competition Package cars, its ties to the brand and some of its most iconic cars run exactly parallel with ZHP. Like ZHP, the original ZCP added more aggressive wheels, suspension tuning, brakes, and more. These days, it adds power, too. But the E46 3 Series ZHP remains unchallenged in its accessibility and cult-like following. The subtle changes ZHP brought to the E46 3 Series dialed the car in and made it an instant classic. And that means one thing: it’s the best package BMW has ever offered. But it’s not for lack of trying.

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The twin-turbo, 3.0-liter engine makes 530 horsepower from the factory, but the tuner has found a way to unlock a massive 710 hp. Pop the hood, and you’ll discover a cornucopia of Eventuri goodies, all bathed in carbon fiber. It’s certainly a sight to behold, with everything from the engine cover to the strut brace finished in matte carbon.

The extra oomph also comes via an ECU unlock and software wizardry, boosting torque from 650 Nm to a whopping 865 Nm. It’s still rear-wheel drive, so having that kind of power must be intimidating. An M2 xDrive is coming soon, and that one will be ripe for upgrades like these, pushing the inline-six to supercar levels of performance.

Beyond the engine upgrades, this tricked-out M2 CS rides on 21-inch forged wheels and a KW V4 Clubsport coilover suspension. Up front, Alpha-N’s carbon spoiler features an adjustable splitter, while the rear gets a new diffuser from the same tuner. Rounding off the visual mods are black badges and body-colored rear reflectors.

BMW isn’t waiting on the sidelines either. It recently upgraded the M2 with a road-legal M Track Kit and an M Performance exhaust for the M2 CS. There’s likely still room to push the G87 even further. Beyond the all-but-confirmed xDrive, the M division hasn’t ruled out an M2 CSL. Even if it happens, we’re certainly not going to see it this year.

We believe the smallest M car will remain in production until mid-2029, giving Munich plenty of time to develop and launch what could be the ultimate M2. In the meantime, tuners are always eager to muscle up the G87. We imagine the arrival of the xDrive version should open the floodgates to even more aftermarket packages.

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In an interview with Top Gear magazine, the man who worked on the X5 E53’s exterior was brutally honest in assessing the Neue Klasse design. The kidneys are apparently a “new/old beaver-toothed grille graphic” and sit above an “overly busy” air intake area. Although Stephenson believes BMW has made the right decision to tone down its exteriors, he argues that some areas could still be improved.

For example, he finds the creases on the fenders “a bit visually jarring,” while the rear is “a bit generic” for his tastes. Up front, the grille is said to be “too pinched, almost puckered up.” Head over to Top Gear for his full assessment of the new iX3’s design and to learn why he isn’t exactly a fan: “Nice try, but better luck next time.”

It’s far from the first time Stephenson has criticized BMW’s design. In his analysis of the 2 Series Coupe (G42), the man who penned the McLaren P1 rhetorically asked whether BMW is digging itself into a deeper hole. In another video, he famously said “recent designs have lost their way.” The renowned designer also roasted the XM, saying the front end “doesn’t make any sense.”

While beauty is always in the eye of the beholder, it’s important to note that models launching after 2029 won’t come from the same team responsible for the cars mentioned above. BMW revamped its design department when Domagoj Dukec moved to Rolls-Royce in October 2024. In his place, the company appointed two designers: Maximilian Missoni will work on 5 Series/X5 models and above, while Oliver Heilmer is responsible for the smaller vehicles.

Both have dual roles, with Missoni also leading BMW ALPINA and Heilmer overseeing M cars. Adrian van Hooydonk remains in charge of the BMW Group’s design team, supervising the new structure, which also includes Holger Hampf as MINI’s chief designer.

Since the first BMWs influenced by the new designers won’t arrive this decade, the Neue Klasse wave of more than 40 cars due by 2028 was styled by the previous teams. The iX3 gets the ball rolling for the company’s new aesthetic, with the 3 Series (G50), i3 (NA0), and X5 (G65) set to follow this year.

The 7 Series (G70) will undergo a facelift, but spy shots suggest it won’t receive a full Neue Klasse makeover. Instead, it will retain the large grille and split headlights while gaining the all-new interior, with iDrive X taking center stage.

Source: Top Gear

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Munich’s all-new EV appears on the shortlist published today by the 98 jurors of the World Car Awards. It must beat the Hyundai Palisade and Nissan Leaf to claim the title. Not only that, but the “NA5” is among the top three finalists in the World Electric Vehicle category as well. To win that award, it needs to finish ahead of the Mercedes-Benz CLA and, once again, the Nissan Leaf.

The second-generation iX3 isn’t the only BMW to make the cut. Competing for the World Performance Car award, the BMW M2 CS will go head-to-head with the Chevrolet Corvette E-Ray and the Hyundai Ioniq 6 N. We’ll have to wait until April 1 to find out whether the coupe will triumph in its category. The announcement will be made during the New York International Auto Show, when we’ll also learn the iX3’s result.

The 2026 World Car Awards include several other categories in which BMW is notably absent. Ironically, the company with the roundel has no top-three finalist in the World Luxury Car class. Instead, the Cadillac Vistiq is up against the Lucid Gravity and the Volvo ES90. BMW is also missing from the World Urban Car category, which will go to the Baojun Yep Plus / Chevrolet Spark EUV, the Firefly, or the Hyundai Venue.

Although the Skytop and Speedtop represent some of BMW’s best design work in recent years, neither of the M8-based special editions is in contention for the World Car Design of the Year award. The title will be decided between the Kia PV5, the Mazda 6e (EZ-6), and the Volvo ES90.

Even before the winners are announced, BMW already has a reason to celebrate. At the end of last month, CEO Oliver Zipse was named World Car Person of the Year. The outgoing boss finished ahead of David Craig, Staff Product Manager at GM, and Tisha Johnson, Slate’s Head of Design.

Do these awards matter to everyday customers? Not necessarily, but such titles are feathers in an automaker’s cap and can serve as effective marketing tools to attract more buyers.

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The Purist Objection — and Why It’s Overblown

The M2 xDrive isn’t a bolt from the blue. It’s a car that makes sense today. And the recent alleged leak simply crystallized what many already suspected: that BMW M is serious about bringing all-wheel drive to its most accessible M car.

So far, the loudest criticism from the community goes something like this: the M2, with its rear-wheel drive and available manual gearbox, represents the purest expression of the M philosophy. Adding xDrive, the argument goes, dilutes the experience, adds weight, and turns a driver’s car into a comfortable, all-season daily driver.

It’s a fair emotional argument. But it doesn’t quite hold up under scrutiny.

First, let’s talk weight. Some detractors have predicted the xDrive M2 could tip the scales at 4,000 lbs — a number that sounds alarming. But look at the actual data: an M4 xDrive weighs somewhere in the range of 3,800 to 3,900 lbs. Given that the M2 is a slightly smaller, lighter car built on a shorter wheelbase, we’d expect an M2 xDrive to come in just slightly below that figure. For reference, the current M2 in rear-wheel-drive configuration already weighs 3,745 lbs. We’re realistically talking about an additional 100 lbs, give or take.

Does 100 lbs make a car feel fundamentally different to drive? In most real-world conditions, no. Not significantly. We’re not talking about strapping a piano to the roof.

The M3 and M4 xDrive Precedent

Here’s the thing — we already have a very clear picture of what BMW M all-wheel drive looks like in practice, because the M3 xDrive and M4 xDrive have been on sale for a few years now. And the verdict from enthusiasts and the automotive press alike has been overwhelmingly positive.

Rather than numbing the experience, xDrive in M cars has proven to be a genuine performance asset. The grip it provides allows the car to put down power more effectively, especially in mixed or wet conditions. Many drivers who initially approached the M3 and M4 xDrive with skepticism came away converted — impressed not just by the outright performance, but by how engaging and adjustable the cars remain, particularly with stability control dialed back. BMW M has been careful to tune xDrive in its performance models so that it adds capability without sacrificing character.

Sales figures don’t lie, either. The M3 and M4 xDrive variants have been strong sellers, particularly in markets where winter driving is a reality. BMW wouldn’t be considering xDrive for the M2 if the formula wasn’t working.

The Case for an All-Season M2

This brings us to perhaps the most compelling argument for an M2 xDrive: the use case it unlocks. The M2 already occupies a unique space in BMW’s lineup. It’s more approachable than the M3, more fun and focused than the M240i, and priced at a level where buyers often use it as a daily driver rather than a weekend toy. For someone who lives in Boston, Denver, or Montreal — or frankly, anywhere that sees a proper winter — a rear-wheel-drive sports car requires a second set of winter tires, some extra caution, or occasionally, a second car. xDrive changes that equation entirely.

An M2 xDrive becomes a car you can enjoy 365 days a year, in virtually any weather, without compromising on the performance DNA that makes the M2 special in the first place. That’s not a dilution of the product — that’s an expansion of its appeal to a broader audience of genuine enthusiasts who happen to live where weather is a factor.

And crucially, the rear-wheel-drive M2 isn’t going away. The purists will still have their car.

It’s Likely Coming and It Will Likely Be Very Successful

The BMW M2 xDrive is coming — or at least, it’s close enough to reality that BMW isn’t denying it. The weight worries are granted, but the precedent set by the M3 and M4 xDrive is genuinely encouraging, and the real-world use case for an all-wheel-drive M2 is easy to understand.

Not every M car has to be a track-focused, rear-wheel-drive purist machine to be worth building. Sometimes, a great car gets better when more people can actually use it to its full potential. If the M2 xDrive delivers anything close to what its bigger siblings have achieved, the pitchforks will be back in the shed before the first snowflake falls.

What do you think — would you opt for an M2 xDrive? Let us know in the comments below.

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Details on the ALPINA model remain under embargo ahead of Friday’s unveiling. What’s confirmed is that it will be a North American-exclusive, limited-run vehicle — a strategy ALPINA has used in the past to tailor specific configurations for regional markets. Once revealed, the car will remain on display at The Ritz-Carlton’s main entrance throughout the weekend.

Founded in 1965

ALPINA, founded by Burkard Bovensiepen in 1965 in Buchloe, Bavaria, built its reputation by reworking BMW platforms with higher-displacement engines, hand-assembled internals, and softer long-distance suspension tuning — a deliberate counterpoint to M GmbH’s track-oriented approach. The German government recognized ALPINA as an independent vehicle manufacturer in 1983, a status few tuners have achieved.

BMW acquired the company in 2022, raising questions among enthusiasts about how long the brand would maintain a distinct identity separate from the M division. Unofficially, we heard that BMW will keep the two lineups clearly differentiated. In the U.S. market, ALPINA availability has historically been limited — the B7 arrived in 2012, the XB7 followed in 2020 — making a North American-exclusive model an unusual move and one that will likely drive significant interest among the brand’s collector base.

Lots of BMW Celebrations in 2026

Alongside the ALPINA premiere, BMW Classic USA will present a six-generation M3 display, timed to the model’s 40th anniversary. The original E30 M3 debuted at the 1985 Frankfurt Motor Show and went on to win the World Touring Car Championship in 1987, establishing a motorsport lineage that has continued through five subsequent generations. The display at Amelia offers an opportunity to trace how the M3’s character has evolved — from the high-revving naturally aspirated engines of the E30 through E46 era to the turbocharged inline-six and V8 configurations of the current G80 platform.BMW to Unveil Exclusive ALPINA Model at Amelia Concours

The weekend’s Sunday Cars & Caffeine event broadens the anniversary focus, celebrating two additional milestones. The BMW 6 Series turns 50 this year — the E24 coupe launched in 1976 and set a template for BMW’s grand touring approach that persisted through four generations. The BMW 2002 marks 60 years in 2026; its combination of a compact body and responsive four-cylinder engine is widely credited with shaping BMW’s sporting identity in North America during the late 1960s and 1970s.

BMW’s decision to stage a new ALPINA reveal at a concours event — rather than a dedicated press conference or auto show — signals the intended audience: collectors and long-term enthusiasts rather than the mass-market buyer. Whether the model is simply new colors and trims, or something more bespoke, will become clear on Friday afternoon. Full details on the ALPINA reveal will be available following the March 6 embargo lift.

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If you’ve been waiting to see the 2026 iX3 in UK specification, you’ve come to the right place. This right-hand-drive electric crossover stars in an official photo shoot on local roads, flaunting the M Sport Pro Package. The easiest way to tell whether it has the Pro version is by the black accents extending to the side mirror caps, kidney grille, and rear skid plate.

BMW UK also splurged on 22-inch M wheels in a two-tone finish with M branding for £3,300. The sporty 1054 M alloys perfectly complement the Space Silver body color (£875), and we wouldn’t be surprised if the hotter iX3 M60 gets them as standard. Elsewhere, the options list includes a panoramic glass roof (£1,275) and tinted side and rear windows (£450).

Inside, this iX3 plays it safe by skipping the Digital White seat upholstery and steering wheel. Instead, it features a black M cabin trimmed in a combination of Veganza and M PerformTex. The former is essentially artificial leather, while the latter is a velour-like material made from more sustainable sources.

We’re already familiar with the new M steering wheel, and not just from the iX3. When the M5 Touring facelift was spotted last week, the super wagon prototype appeared to feature the same design, complete with an M logo atop the airbag cover. It’s heated (£250) on this iX3, which also gets M Sport seats and matching seatbelts.

BMW went all out in the configurator, ticking nearly every box on the options list. The featured iX3 50 xDrive also includes the Technology Plus Package (£1,700), which adds three-zone automatic climate control, a 3D head-up display, and a Harman Kardon sound system. A tow bar (£1,025) rounds out the extras, bringing the grand total to £72,162 after nearly £10,000 worth of options.

BMW is kicking off iX3 deliveries this month before expanding the lineup. Expect 2026 to bring the more affordable 40 and 40 xDrive, as well as the hot M60. If you’re saving for the X3 M, the flagship is unlikely to arrive until late 2027.

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Codenamed ZA0, the first full-fledged EV from BMW M stars in a new video currently making the social media rounds. Since the high-performance electric sedan is still more than a year away from launch, the prototype is predictably cloaked in camouflage. It also appears to have placeholder lights at the front and rear.

The attached footage feels more like a teaser for something more substantial, potentially coming later this year. Whatever the case, the production-ready M3 ZA0 isn’t going to break cover in 2026. We’ve heard production won’t start until March 2027, so there’s still a long way to go. In fact, BMW hasn’t even revealed the standard i3 yet, let alone the M or M Performance derivatives.

In the meantime, the camouflage does little to hide the bulging fenders reserved for the M3 ZA0. Underneath the skin, it’s an entirely different animal compared to the i3. BMW has already confirmed there will be four motors instead of the usual one or two planned for Neue Klasse models.

We can deduce that all-wheel drive will be standard, but the front motors can be disengaged to enable a pure rear-wheel-drive setup, echoing the gas-powered M3. BMW will also fit a different battery to the electric M3, a dedicated pack with more than 100 kWh of net energy content. Elsewhere, the camo on the roof likely conceals a lightweight panel made from natural-fiber composite materials rather than traditional carbon fiber.

When the M3 ZA0 finally breaks cover, don’t be surprised if the horsepower figure starts with an “8.” It would become the most powerful BMW M car ever, dethroning the 738-hp XM. All the M-flavored hardware planned for the sedan is likely headed to an SUV as well. The reborn X3 M is also expected to launch next year.

There’s still plenty of time before the electric M3 makes its debut, giving BMW ample opportunity to build anticipation around its inaugural electric M car. The big question is whether there are plans to target the Nürburgring EV lap record. Coincidentally, it currently belongs to a sedan. On April 1, 2025, the Xiaomi SU7 Ultra lapped the ’Ring in 7 minutes and 4.95 seconds.

The company primarily known for making smartphones even managed a 6:22 lap with a hardcore prototype. The keyword is “prototype,” since you can’t buy one in that exact specification. Instead, there’s a similar, but not identical, Nürburgring Limited Edition. The ball is now in Germany’s court. We’ll see whether the electric M3 or an even spicier Porsche Taycan Turbo GT can dethrone newcomer Xiaomi.

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What’s in the Track Kit

The package centers on an aerodynamics overhaul developed in BMW’s wind tunnel. A manually adjustable front splitter integrates with a front diffuser as a single unit, supplemented by fixed wheel arch diffusers and a scoop beneath the engine oil cooler. At the rear, a swan-neck wing — the same design principle used on the M4 GT4 and M4 GT3 customer racing cars — offers two angle-of-attack settings to tune downforce for different circuit characteristics.

A “Race Mode” shifts the wing 50mm rearward to increase aerodynamic effectiveness. In its retracted “Street Mode” position, the wing stays within German road traffic regulations (StVZO compliance), keeping the car road-legal throughout. A brake light is integrated directly into the rear wing structure.

Underneath, the kit includes a threaded coilover chassis with four-way adjustable rebound and compression damping, adjustable top mounts, and ride height adjustability of up to 20mm at both axles — infinitely variable. BMW describes the damper system as the first motorsport-derived unit of its kind to also carry road-legal certification. The kit is designed to work in conjunction with optional ultra-track tires.

Development was led by Jörg Weidinger, a BMW M test engineer and Nürburgring record holder responsible for chassis tuning.

M2 CS Exhaust

Separately, BMW is now offering an M Performance exhaust system for the M2 CS. The unit sheds approximately 8 kilograms compared to the standard exhaust and includes multiple sound modes tuned to the CS’s 390 kW (530 hp) S58 inline-six. Optional tailpipe trims in carbon and titanium are available. Pricing starts at €8,343.50 in Germany, again excluding installation.

The M2 CS itself — rated at 10.0 l/100km combined and 226 g/km CO₂ under WLTP — remains BMW M’s sole offering in the compact performance coupe segment, a class where rivals including the Porsche 718 Cayman GT4 and Alpine A110 R have pushed factory track-focused hardware into mainstream availability.

Both the Track Kit and the exhaust are expected to reach markets in July 2026. In the U.S., the M Performance Track Kit is available for order in the third quarter of 2026; pricing will be available closer to on-sale date.

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