1. BMW iX3: The One To Order

The 2027 iX3 50 xDrive starts at $61,500 before the $1,350 destination charge, and for that money you get 434 miles of EPA-estimated range, 463 horsepower from a dual-motor setup, and a 0-60 time of 4.7 seconds. Peak DC charging hits 400 kW on the new 800-volt architecture, which BMW says can add 231 miles in about 10 minutes. Those aren’t incremental improvements over the outgoing X3 electric or the old Gen5 iX models. They’re a generational leap, and BMW’s first Neue Klasse product delivers on the hype that’s followed the platform since it was announced.

The value case is real, too. At $61,500, the iX3 undercuts the Genesis Electrified GV70’s $64,380 starting price while offering more range than most rivals in the segment, including the Tesla Model Y and Audi Q6 e-tron. Reservations are open now on BMW’s configurator with a $1,000 deposit, and U.S. deliveries begin September 25, 2026. Sport, M Sport, and M Sport Professional trims run from $61,500 to $65,500 before destination, and a cheaper 40 xDrive single-motor variant arrives in early 2027 under $55,000.

The interior is the other half of the pitch. BMW Panoramic iDrive puts a 17.9-inch central touchscreen next to a Panoramic display that spans the full width of the windshield, running on the new BMW Operating System X. It’s a bigger swing than anything BMW has tried in a cockpit before, and early impressions suggest it works better than the curved-display setup it replaces. European demand backs this up: BMW logged over 100,000 iX3 orders in six months, enough that the company added a second shift at its Debrecen plant ahead of schedule. If you’re shopping for an EV in this price range today, the iX3 is the BMW to actually order.

2. BMW i3: The Best BMW EV You Can’t Buy In America Yet

The i3 sedan is BMW’s second Neue Klasse product, and on paper it’s an even bigger deal than the iX3. It’s an electric 3 Series, built on the same Gen6 800-volt architecture, with the dual-motor i3 50 xDrive claiming up to 440 miles of EPA-equivalent range and 470 horsepower. BMW opened European order books for the i3 50 xDrive First Edition on June 18, months ahead of the originally planned fall launch, after demand reportedly outpaced even the iX3’s strong debut. Production starts in August at BMW’s Munich plant, with European deliveries following that autumn.

None of that helps you if you’re shopping in the United States right now. American order books for the i3 don’t open until 2027, so this entry is here on merit rather than availability. It’s worth knowing about because it will likely leapfrog the iX3 as BMW’s EV halo car once U.S. sales start, and because the First Edition undercutting math in Europe is telling: the First Edition starts at €75,340 in Germany, while the standard i3 50 xDrive follows later at €65,900, about €8,800 less than the equivalent iX3. When it does arrive stateside, expect it to compete directly on price with the iX3 while offering sedan proportions and, per BMW’s WLTP claims, even more range. For now, treat this as the one to watch, not the one to order.

3. BMW iX1: Not Sold In America, But The Value Argument Still Works

The iX1 doesn’t reach American shores at all, which is a shame, because in Europe it’s the cheapest way into a BMW EV by a wide margin. Pricing starts around €41,100 in Germany, or just over £43,000 in the UK, undercutting the iX3 by roughly $20,000. That’s the whole argument for this car.

Everything else about the iX1 shows its age next to the Neue Klasse cars above it. It rides on the older UKL2 platform, shared with the 1 Series, 2 Series Gran Coupe, and MINI Countryman, and the base eDrive20 model is front-wheel drive with a single 204-hp motor, a layout the iX3 and i3 have moved away from entirely. Range tops out around 287 miles WLTP on the front-drive version, and even the all-wheel-drive xDrive30 only nudges past that. Charging peaks at 130 kW, well short of the iX3’s 400 kW, meaning a 10-80% charge takes closer to half an hour. This is Gen5 BMW eDrive tech, not the cylindrical-cell, 800-volt hardware underneath the newer cars.

None of that makes the iX1 a bad car. It makes it a cheap one, and for a segment of buyers, that’s the whole point. If you can live with the range and charging speeds and just want a compact BMW SUV badge without spending iX3 money, the value is still there, assuming you’re shopping in a market where BMW actually sells it.

4. BMW i4 M60: The Old Guard, Still Worth Cross-Shopping

The i4 M60 is the last of BMW’s pre-Neue Klasse EVs still getting meaningful updates, and it remains the most fun to drive on this list. For 2026, BMW renamed the old M50 to M60 and bumped output to 510 horsepower standard, 593 hp in Sport mode, cutting the 0-60 sprint to 3.6 seconds. Pricing starts at $71,875 with destination included, and it’s available to order across most major markets right now, no waiting list required.

The catch is that this is still Gen5 hardware wearing a new badge. Range on the M60 tops out at 278 miles with 19-inch wheels, and drops to 232 miles if you go for the 20s, both well behind what the iX3 offers for less money. Charging is slower too, and the interior still runs the older curved-display setup rather than Panoramic iDrive.

What the M60 has going for it is everything the spec sheet doesn’t capture: BMW’s steering feel, chassis tuning, and the kind of driving dynamics that made the 4 Series worth caring about before it went electric. It’s also the model most likely to show up with real dealer incentives right now, since inventory is aging against the Neue Klasse cars stealing headlines. If driving character matters more to you than range numbers, and you can find one with money off sticker, the M60 still makes a case for itself.

Where This Leaves You

If you’re buying today and want the best all-around BMW EV, order the iX3. It’s not close. Everything else on this list is either not available where you live, running on older technology, or both, and the i3 is going to make this an even easier call once it reaches American dealers next year. Until then, the iX3 does the job the i3 will eventually take over, at a price that finally makes sense against the rest of the EV market.

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A Global Recall

According to Germany’s Federal Motor Transport Authority (Kraftfahrt-Bundesamt, or KBA), the newest campaign covers 744,234 vehicles worldwide, with 42,300 of those located in Germany. That puts this recall on a similar scale to the campaign disclosed back in February, which BMW’s own spokesperson described to press as affecting a “mid-six-figure number” of cars — a figure later reported at roughly 575,000 vehicles worldwide.

What’s Actually Wrong This Time

Notably, the root cause isn’t identical to the previous incidents. Last autumn’s recall was tied to water intrusion into the starter assembly. This time, the issue traces back to manufacturing inconsistencies: irregularities during starter production can leave deposits inside the RWT starter relay. Those deposits can raise electrical resistance within the starter, and in rare, extreme circumstances, that resistance can lead to a short circuit capable of sparking a fire.

There is some reassurance built into the mechanics of the fault, however. The danger window is narrow — if the defect is going to manifest, it happens the moment the starter is engaged, whether that’s the initial start-up or a subsequent restart of the engine. A parked vehicle that isn’t actively being started is not at risk from this particular defect.

This spring’s recall pointed to a comparable mechanism, where an internal component of the starter had unexpected wear that could allow the engine starter to malfunction and, in rare cases, catch fire during or after starting the engine, as BMW disclosed to regulators at the time.

Which Cars Are Covered

The production window implicated in this recall has grown considerably compared to the spring campaign. Vehicles built between July 31, 2020 and February 26, 2026 fall within scope — a substantially wider net than before.

Because that window spans nearly six years of production, the list of affected nameplates is broad, cutting across nearly every class BMW builds. Reported model lines include the 3 Series, 4 Series, 5 Series, 6 Series, 7 Series, X3, X4, X5, X6, X7, and the Z4 Roadster. In every case, the fix is the same: dealers will remove and replace the starter motor entirely, free of charge to the owner.

Recall Reference Numbers in Germany

The KBA has classified the action as relevant to product safety, meaning regulators will actively monitor BMW’s remedy process. The campaign is filed under KBA reference number 16790R. On BMW’s side, affected vehicles are tracked internally using recall codes 0012790600, 0012780600, and 0012770600.

Owners with questions can reach BMW directly at +49 89 1250 16175, and having the vehicle identification number (VIN) on hand will speed up the process. Regardless of whether an owner calls in, everyone with an affected vehicle should expect to receive written notification by mail from either the KBA or BMW in the coming weeks.

Quick Summary: BMW Starter Recall at a Glance

• Vehicles affected: 744,234 worldwide (42,300 in Germany)
• Cause: Deposits in the RWT starter relay from manufacturing inconsistencies
• Risk: Possible short circuit and fire — only during starter use
• Production window: July 31, 2020 – February 26, 2026
• KBA reference number: 16790R
• BMW recall codes: 0012790600, 0012780600, 0012770600
• Fix: Free starter motor replacement at dealers
• BMW contact: +49 89 1250 16175 (have your VIN ready)

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The press release lists a long set of changes to the body — a reworked front end, a new rear diffuser, dual round exhaust tips the company says nod to the old BMW Z8 — and claims more than 111 parts have been touched in total.

There will be two versions. The Concorso keeps an 8-speed automatic and adds adaptive cruise control and heated seats — the more relaxed, cruiser-friendly option. The Ultraleggera drops in a 6-speed manual and carbon-fiber bucket seats instead, with more weight cut out of the car.

On power, Edo Motorsport is claiming north of 400 horsepower, over 440 lb-ft (600 Nm) of torque, sub-4-second 0–60 times, and a top speed past 150 mph. It’s also claiming power-to-weight gains of 17% and 20% for the two versions, respectively, plus unspecified brake and chassis upgrades.

One detail that stands out: the company says the car keeps its Petrol Particulate Filter and stays emissions-compliant “in most markets,” with a U.S. version reportedly in the works. No date attached to that.

What’s missing from the release is just as notable — there’s no pricing, no word on how many they plan to build, and no delivery timeline. That’s fairly typical for this kind of low-volume coachbuilder; expect cost and lead time to come down to a conversation per customer rather than a posted price.

Popken frames the whole project as building something that ages well rather than chasing trends, calling it a “future classic” in the release. Whether that holds up is the kind of thing only time — and the collector market — will actually decide. But for now, we love what we’re seeing, especially since the base Z4 Roadster is a favorite of ours.

[Photos: EDO Motorsport]

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F39 BMW X2

The F39 BMW X2 crossover was BMW’s attempt to ensnare a younger demographic shopping in the X1 price range. The SUV’s sloped rear, approachable running costs, and uniqueness was poised to upstage the decidedly stuffier and more traditional X1. What actually happened? Well, the car’s weird shape simply made it a less practical version — and more expensive version — of the perfectly serviceable BMW X1. If its design is polarizing, its dynamics are downright alienating; underneath that weird sheet metal is the same UKL2 architecture underpinning the X1 and MINI Countryman. So, anyone expecting a RWD experience would be sorely disappointed. Any one of these factors would be a ding in the car’s façade; taken all at once, it makes the last generation BMW X2 one of the least appealing BMWs of the last decade.

6 Series Gran Turismo

The Gran Turismo models already had a Sisyphean feat ahead of them. U.S. car buyers, particularly, struggle to see the value of a wagon or hatchback over a traditional sedan or SUV model, and the GT models sought to blur the line between segments even further. Not nearly as tall as an SUV but sitting higher than the traditional sedan and offering a practical hatchback design, there was arguably some clear appeal here. However, there was also a lot to dislike. For one, the car’s design left a lot to be desired. Like the 5 GT before it, the 6 GT would’ve looked better as a wagon. It also would’ve performed its intended purpose better. Perhaps BMW saw the writing on the wall; the 6 GT only lasted two years in the United States. If you can get past the car’s unsexy looks, it’s really not a bad buy. Values, predictably, tanked and remain low.

BMW XM

The XM’s reception was considerably chillier, perhaps, than what BMW expected. It started out all well and good, touting lots of real M goodies — including humongous brakes and a real menace of an engine, the S68 V8. But ridiculous power figures are not enough to save the BMW XM. Its styling chased off most fans immediately; those remaining were usually turned off by either the SUV’s tremendous curb weight (over 6,000 pounds), lack of “above-and-beyond” luxury features befitting its over $150,000 price tag, or limited electric-only driving range (30 miles or so). No matter how you slice it, the XM remains one of BMW’s least desirable products in the last year, and it’s one of the only M-badged vehicles we can say that about. Which, I guess is a good thing.

BMW 2 Series Active/Gran Tourer

The BMW 2 Series is a confusing family. At differing times, there have been both coupe and convertible models, an unrelated sedan model named “Gran Coupe,” and if you include the Active and Gran Tourer models, two different subcompact minivans (or MPVs). These 2 Series never came to the United States. But that doesn’t diminish the level of, well, undesirability they exude. The Active Tourer and Gran Tourer are identical aside from the Gran Tourer’s longer dimensions and third row of seats.

Like some of the other vehicles on this list, the 2 Series Tourers suffer from awkward proportions that largely trade form for function. Unlike cars like the XM and 6 Series GT, however, these 2ers also suffer from uninteresting powertrains. Drivers can enjoy the thrill of a four-pot diesel or three-cylinder 1.3-liter gas engine: riveting choices. The second generation Tourer models, which BMW unveiled in 2021, didn’t improve on things much at all. At least BMW dropped the longer three-row model, which was arguably the most heinous looking. It, like the 6 GT, was so unappealing that BMW opted to not bring it into a second generation. Rumor has it that the Active Tourer as a whole may not get a third generation, either.

BMW’s willingness to experiment is part of what makes the brand interesting. Of course, not every experiment lands. The cars above were not necessarily bad vehicles; several were practical, quick, comfortable, or technically impressive. Their problem was that each compromised something buyers expected from a BMW, whether that meant attractive proportions, engaging dynamics, sensible pricing, or a clear purpose. That doesn’t mean these models are destined to remain undesirable forever. After all, strange and unsuccessful BMWs have a habit of becoming more interesting with age. Especially once depreciation makes their flaws easier to forgive. Still, judged against the rest of BMW’s output over the last decade, these are the models most likely to leave enthusiasts looking elsewhere.

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The idea is to replicate the way players build their cars in video games by offering a real-world model they can buy. As you can tell, it’s far from a standard Cooper 3-Door. We’re looking at the range-topping John Cooper Works decked out with additional JCW-branded goodies. MINI paints the car in Blazing Blue, while the roof and side mirror caps are finished in Chili Red for a contrasting effect.

The eye-catching red treatment extends to the body stripes and even the 18-inch wheels. MINI goes as far as to say the blue-and-red livery evokes Superman or Spider-Man, which, I guess, is kind of true. There’s JCW branding just about everywhere, including an oversized logo on the doors and more subtle graphics adorning the rear pillars.

JCW Goodies Aplenty

Just as noticeable are the winglets at the edges of both bumpers, while the roof spoiler is also a JCW accessory. To further sweeten the pot, MINI installs the optional rear diffuser and red tow hook strap from the same JCW toolkit. Not everything is purely cosmetic, though. There’s also a suspension tuning kit that lowers the hot hatch for sharper handling.

The special edition is exclusive to China, where the company is asking 334,800 yuan, or just under $50,000 at current exchange rates. These press images almost look like screenshots from a video game, which is the whole point of the special edition. A manual gearbox would’ve made it even more desirable, but like all current MINIs, it’s an automatic-only affair.

Not that we were expecting any changes under the hood, but the JCW 3-Door High-Performance Player Series carries over the BMW B48 engine. The turbocharged 2.0-liter four-cylinder sends 228 hp and 380 Nm (280 lb-ft) to the front axle through a seven-speed dual-clutch automatic transmission.

It reaches 62 mph (100 km/h) in 6.1 seconds, which might not set your pulse racing, but this hot hatch isn’t necessarily about straight-line speed anyway. You’re likely to have more fun through the corners and find out whether that “go-kart feeling” is real or just marketing jargon.

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Some of these technologies are mandated across Europe and other markets, leaving automakers with little choice. The EU is by far the world’s most heavily regulated automotive market. It’s constantly tightening the rules and requiring manufacturers to add hardware they might not otherwise include. While it’s all done in the name of safety and efficiency, there’s no denying these external pressures are further shortening the manual gearbox’s already uncertain future.

In an interview with Autocar magazine, M’s CEO, Frank van Meel, explained why manuals are becoming increasingly rare. Beyond declining demand and the growing complexity of driver-assistance and safety systems, the head of BMW’s performance division said suppliers are also moving away from producing manual gearboxes. That’s hardly surprising, considering all of these factors have created a snowball effect that’s accelerating the manual’s decline.

Mild-Hybrid Engines Are Contributing To The Manual’s Death

There’s more to it than that. Frank van Meel also pointed out that mild-hybrid systems have largely been engineered with automatic transmissions in mind. While some 48-volt mild-hybrid vehicles are still offered with a manual gearbox, most are sold exclusively with two pedals. With M’s boss specifically citing mild hybrids as another nail in the manual’s coffin, the chances of the next-generation M3 retaining its six-speed manual appear even slimmer.

As we previously reported, the G84 is believed to keep the current car’s twin-turbocharged 3.0-liter inline-six, albeit with a mild-hybrid setup. That would help secure the S58’s future, as the new M Ignite pre-chamber ignition technology alone may not be enough for the engine to comply with even stricter emissions regulations.

Still, BMW M isn’t giving up. Frank van Meel said the manual could yet defy the odds:

“The supplier base is getting smaller, and with all the driver assist systems it’s getting more difficult to disconnect the drivetrain. Then you’re disconnected from your driving assistance system as well as all the mild hybridization systems. [It] doesn’t mean it isn’t possible [to retain the 6MT]. We intend to keep the manual as long as possible.”

BMW Is Down To Just Three Manual Cars

With the Z4 no longer in production, BMW is down to just three models available with a clutch pedal. You’re limited to the M2, M3, and M4, all in rear-wheel-drive form. The coupes are believed to remain in production until mid-2029, while the sedan is bowing out next year. We remain cautiously optimistic about the manual’s future, but the M3 CS Handschalter could be the last M3 with a stick shift. If reports suggesting the G84 will be all-wheel drive only prove accurate, the manual’s days in BMW’s sports sedan are likely numbered.

Even if the M3 loses the manual, BMW still deserves credit. It would continue offering two manual-equipped models, while Audi Sport and Mercedes-AMG have long since abandoned the option altogether. The G87 M2 and G82 M4 are expected to keep their manual gearboxes until the end of their production runs. That would give enthusiasts roughly three more years to buy one. What happens after 2030, however, only BMW knows.

Source: Autocar

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The Base Numbers

A rear-wheel-drive M340i starts at roughly $62,300 with destination included. Add xDrive and you’re at about $64,300. For that you get a B58 3.0-liter turbocharged inline-six with a 48-volt mild hybrid assist, making 386 horsepower and 398 lb-ft of torque, run through an eight-speed automatic. BMW claims 0-60 in the mid-4-second range, and Edmunds got 4.8 seconds in RWD testing. That is not a slow car. That is quicker than an E46 M3 ever was.

The M3 starts higher and climbs fast. The base manual, rear-drive-only car is $79,575 and makes 473 horsepower with 406 lb-ft, hitting 60 in a claimed 4.1 seconds. Step up to the Competition and you get an eight-speed automatic in place of the manual, 503 horsepower, and a 3.8-second run to 60. Go all the way to the Competition xDrive and you’re at $88,875, 523 horsepower, and a 0-60 time that BMW claims at 3.4 seconds but that Car and Driver has run in under three. Option either car up with the Carbon package or M Driver’s package and the M3 pushes toward $95,000 to $100,000, while a well-equipped M340i tops out closer to $68,000 to $70,000. That’s where the real $30,000 gap lives, not necessarily at the base MSRPs.

What The M340i Actually Gives Up

The B58 inline-six in the M340i is one of the best engines BMW builds, and I’m not saying that to soften the blow before I talk you into the M3. It pulls cleanly from idle, it’s smooth enough to daily without complaint, and responsive across the RPM band. What it doesn’t have is the S58’s top end. The M340i’s power tapers off as you approach redline in a way that feels like a very quick luxury sedan, not a race car with a license plate. There’s no carbon-ceramic brake option though, and the tires are sized for all-weather grip and tread life, not lateral g.

In the end, the M340i is the quickest version of a car built primarily to be comfortable, quiet, and easy to live with every day. It does sport sedan things well, but it can still hold its own during a casual track day.

What The M3 Actually Adds

The S58 in the M3 is a different animal entirely, and the difference shows up specifically after 2,500 rpm, where the M340i is already thinking about the next gear and the M3 is just getting started. The M3 gets an M Sport differential, specific adaptive M suspension, a chassis tuned around a stiffer structure, and brakes sized for repeated hard stops rather than the occasional panic stop in traffic. The manual transmission, still available on the base car, is the only three-pedal option left in this segment at any price, and if you’ve ever wanted to learn to heel-toe on a car you can also drive to work, this is close to the last chance to do it new.

The M3 Competition xDrive is the one to get if outright speed is the entire point. It’s also the heaviest and, in my opinion, the least characterful of the three configurations, trading some of the rear-drive car’s playfulness for a security blanket most buyers in this segment will never actually need on public roads. The base manual RWD car is the one enthusiasts talk about on forums for a reason. It’s the M3 that still asks something of the driver.

The Question That Actually Matters: Will You Track It?

This is where the decision gets simple, and where I’d push back on anyone telling you the M3 is automatically worth it. If you are buying this car to commute, road trip, and occasionally enjoy a good on-ramp, in our humble opinions, the M340i does 90 percent of what the M3 does for 70 to 80 percent of the money, with a softer ride and a quieter cabin as a bonus. I’d rather have that car in my garage every day than a car built for a track I’m visiting twice a year.

If you are buying this car because you have a local track and you intend to use it, the calculation flips completely. The M3 was engineered for heavy track us, and the $30,000 gap starts looking a lot more reasonable.

If your BMW is your only car, if you live somewhere with real winters and want xDrive without the M3’s Competition-only AWD tax, or if you simply want a quick, comfortable, well-built sport sedan without the insurance premium and tire bill that come with 500-plus horsepower, the M340i is the smarter buy and it isn’t close. It’s also the better first BMW for someone who has never owned a performance car and wants to learn what the brand is about before committing to something that punishes mistakes at speed. But don’t forget, you can also add the xDrive system to the M340i if you’d like.

Who Should Buy The M3

If you already know you want to track the car, if you’ve driven a modern M car before and know what you’re signing up for, or if the manual transmission specifically is the reason you’re cross-shopping in the first place, the M3 earns its price. It’s not worth $30,000 more as a commuter. It’s worth it as the car that does something the M340i structurally cannot.

Is The M3 Worth $30,000 More?

For most first-time buyers reading this, no. Most people who buy an M3 will never approach the limits of its chassis on public roads, and the M340i will out-deliver its price tag as a daily driver in every scenario short of a track day. But “worth it” isn’t really about the money once you already know you’re a track day person, an autocross person, or someone who wants a manual transmission before BMW stops offering one. For that buyer, the extra money isn’t paying for a badge. It’s paying for hardware the M340i simply doesn’t have, and no amount of driving skill closes that gap once the brakes start to fade.

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Two Generations, No Minivan Branding

The first generation, the F45 Active Tourer, launched in November 2014 as BMW’s answer to the Mercedes-Benz B-Class, which had already been carving out the premium compact MPV segment since 2005. BMW paired it with a three-row sibling, the F46 Gran Tourer, in 2015. Together they sold more than 420,000 units before the generation ended, built primarily at BMW Group Plant Leipzig with help from Regensburg.

The F45 was also a design departure for BMW. It rode on the front-wheel-drive UKL2 platform shared with the MINI Countryman, marking BMW’s first front-drive production model. As you’d expect, the decision was not popular with enthusiasts at the time, but the car wasn’t built for them. It was built for European families who needed interior space and a badge on the hood, and it sold well enough that BMW greenlit a second generation.

The current car, the U06 Active Tourer, went into production in late 2021 and reached German showrooms in February 2022. It moved onto BMW’s updated FAAR front-wheel-drive platform, the same architecture underneath the U11 X1 and U10 X2, and grew slightly over the outgoing F45. BMW also cut the three-row Gran Tourer from the lineup this time around, citing falling demand for compact three-row MPVs. The U06 seats five, full stop.

Power runs from a 136 hp 218i three-cylinder up through a 218 hp 223i four-cylinder, with 218d and 220d diesels alongside a 225e xDrive and a 230e xDrive plug-in hybrid rated at 326 hp. The U06 also holds a small footnote in BMW history: it was the first compact BMW to launch with iDrive 8’s curved display setup, and the first combustion BMW sold without a physical iDrive rotary controller.

Why A Third Generation Looks Unlikely

Here’s the detail worth paying attention to. BMW facelifts most of its cars on a three to four year cycle. The U06 passed that mark in 2025 without one. That’s not proof of anything on its own, but combined with assumptions on where BMW’s compact lineup is headed (small SUVs serving as the entry-point into the brand), it points toward a car being run out rather than refreshed.

There’s also a market argument working against it. The Active Tourer has always depended on European family buyers who wanted MPV practicality without stepping into an SUV. That group has been shrinking for years, in Europe and especially in China, where buyers have been moving toward SUVs and EVs. The X1, built on the same FAAR platform in the same segment, does most of what the Active Tourer does with a body style the market actually still wants.

None of that means the Active Tourer wasted a decade of BMW’s engineering budget. The F45’s front-wheel-drive platform is the reason BMW had the internal confidence to build the 1 Series hatchback, the 2 Series Gran Coupe, and eventually the X1 and X2 that now carry a meaningful share of BMW’s volume.

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A camouflaged prototype of the next-generation X5 M was just spotted entering the company’s test center at the Nürburgring. The extra layers of camouflage make it appear to have a much smaller grille than the regular iX5 60 xDrive. However, we’re not sure this is the final look. We could be dealing with an early prototype featuring a mishmash of old and new parts. After all, the production model is still a couple of years away.

Although clearly a work-in-progress test vehicle, it appears to have a different front bumper with beefier air intakes. As you may recall, we first saw this setup in early June. That prototype also had the mesh above the license plate, hinting at additional cooling through an extra intake. BMW has announced plans for an electric M Performance model, but the disguised vehicle spotted at the Green Hell is the full-fat M.

The 2028 BMW X5 M Will Have Supercar Levels Of Power

We already know that all full-fledged BMW M models will feature a quad-motor setup. Logic tells us that the X5 M is unlikely to be an exception. Expect massive power, considering the iX5 60 xDrive already has 570 hp and 593 lb-ft of torque, with an M Performance model set to slot between the two. The X5 M could end up with around 800-900 hp and heaps of torque to effortlessly propel the large, heavy SUV.

The G95 won’t be a single model but two. Traditionalists can take comfort from knowing that BMW is also developing another X5 M with a combustion engine. While nothing is official at this point, it should look nearly identical to its EV sibling. Engineers are expected to install a reworked version of the twin-turbocharged 4.4-liter V8. It’s said to have mild-hybrid tech and over 600 horsepower on tap. Hopefully, the M division won’t have to detune the engine in Europe to meet emissions regulations. It’s already happened to the S68 engine in the M5 and XM.

When the wraps finally come off, the high-performance SUVs will feature the yellow X light motif and M-specific side mirror design introduced on the new X5 M60e plug-in hybrid M Performance model. Additionally, the X5 M will get Track Lights consisting of stacked cube lights in both the front and rear bumpers. We’ve already seen these boxy lights on the M Concept Neue Klasse, and they’re coming to all future M models.

Since the X5 M60e is just coming out, the true M variants are still some way off. The next order of business is the launch of the V8-powered X5 M60 and an electric M Performance derivative. Consequently, the X5 M isn’t expected to arrive before 2028. Both the ICE and EV versions are reportedly debuting within the same year.

Video: PrototypeHunters / YouTube

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Meanwhile, a new dealer video shows how the iX5 60 xDrive looks when no expense is spared. It’s certainly on the pricey side, judging by the long list of extras we can easily spot. For starters, whoever configured BMW’s first electric X5 went all out with the Individual options. Aside from the Dravit Grey paint (€2,140 in Germany), it also rides on €3,150 23-inch wheels, a first for the X5.

In addition to those two standout Individual options, this combustion-free X5 wears the M Sport Package Pro. You can immediately tell it’s the range-topping trim by the extensive black exterior accents, including the side mirror caps. Other highlights bundled with the top-spec package include the illuminated kidney grille and M Sport brakes with red calipers.

2027 BMW X5 With High-End Interior

If the exterior doesn’t win you over, the cabin might. This iX5 60 xDrive features Tartufo leather, an Individual option that costs a princely €5,460 in the electric SUV’s home market. Equally noticeable is the optional 14.6-inch passenger display, shared with the facelifted 7 Series, where it comes standard. Like every X5 we’ve seen so far, it also features the Individual Clear & Bold trim. It combines real stone with crystal-glass accents. In the first months of production, all the X5s will have it.

Although the configurator defaults to the M steering wheel when you select the M Sport Package Pro, you’re not stuck with it. BMW also lets you choose the vertical-spoke design, and yes, you can even have it in white, provided you pair it with Smoke White leather seats. While the exterior color isn’t necessarily our cup of tea, we’d gladly take this Tartufo interior, as it dramatically elevates the cabin.

The video also offers a closer look at finer details, such as the subtle ambient lighting integrated into the front and rear door panels. You’ll also notice the pillows attached to the rear headrests and center armrest, the four-zone automatic climate control with a rear touchscreen, and the Bowers & Wilkins surround sound system.

There’s certainly a lot to take in, as the BMW X5 has changed dramatically inside and out. Whether buyers will embrace its radical transformation remains to be seen. G65 production begins next month in Spartanburg, with the X5 40 xDrive and X5 40d xDrive leading the launch. The X5 50e xDrive and X5 M60e xDrive plug-in hybrids, along with the all-electric X5 60 xDrive, will follow. As we previously reported, the U.S. market will also get a rear-wheel-drive X5 40.

Video: super car MO / YouTube

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The M2 didn’t run in that session. BMW entered it as one of the demonstration cars that climb the hill throughout the weekend rather than qualify for Sunday’s shootout, so there’s no timing sheet to point to for its runs, only the sight of it working its adjustable front splitter and swan-neck rear wing on the way up. That’s a fair trade for BMW. The car’s real credential arrived twelve days earlier and 500 miles away, on a stretch of German asphalt that matters far more to the M2’s reputation than a hillclimb ever could.

What Beat The M2 Around The Nürburgring? Another M2

About a year ago, the M2 CS lapped the Nürburgring Nordschleife in 7 minutes and 25.5 seconds, becoming the fastest production car in the compact segment and knocking the Audi RS3 off the top of the leaderboard. BMW went back to the Green Hell on May 22 for another attempt, this time with a standard M2 wearing the Track Kit rather than the pricier, lighter CS. The result: 7 minutes and 20 seconds, a half-second improvement over the car that set the record in the first place.

BMW says the run came in demanding conditions, with high ambient and asphalt temperatures and oil traces reported in the T13 section. There was more time on the table.

Half a second doesn’t sound dramatic across a 20.8-kilometer lap, but the context is what makes it worth noting. BMW didn’t touch the S58 3.0-liter twin-turbo inline-six to find that time. Every tenth came from aerodynamics and suspension, on the car with less power than the CS it beat.

What’s In The M Performance Track Kit

The Track Kit goes on sale this month in Germany at €23,500 before tax and installation. The centerpiece is a carbon-fiber swan-neck rear wing pulled from the M4 GT4 and M4 GT3 customer racing cars, paired with a manually adjustable front splitter. Both are meant for the track only. On the road, BMW requires the aero elements to stay in their standard position.

The rest of the kit is chassis hardware: a coilover suspension with four-way adjustable rebound and compression damping, which BMW calls the first road-legal motorsport-derived damper system of its kind, plus a ride height that drops by up to 20 mm at both axles, adjustable support bearings, and a set of aero flicks alongside the wheel arch diffusers and front splitter. All of it is StVZO-compliant, so a Track Kit car stays road legal even with the hardware fitted.

Where This Goes Next

The obvious question is whether BMW puts the Track Kit on an M2 CS and goes back to the Nordschleife. The CS’s extra power and lower weight would make a strong pairing with the aero and suspension gains already on the books, and BMW hasn’t ruled anything out. The new M2 xDrive, which just went live in the configurator, seems a less likely candidate. All-wheel drive adds weight, and nothing about the Track Kit’s development suggests BMW built it with a heavier car in mind.

The G87 M2 is expected to stay in production through the end of the decade, which leaves BMW M plenty of runway to keep working the formula. An M2 CSL has been floated as a possibility before, and every half-second the current car finds only makes that case easier to argue.

[Photos by Hardy Mutschler / BMW Classic ]

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The M2 CS has been out for over a year, so its design is clearly no longer a secret. We would rule out a potential CSL since we can spot the rear-seat headrests. An M2 CSL would likely be a two-seater to shed even more weight, much like the M4 CSL from 2022.

One logical explanation is that BMW is testing the M2 with the new M Ignite technology, which is reserved for the European version of the S58 engine. Production of the updated M2 with its patented pre-chamber combustion process starts in August, so the timing seems right. Alternatively, the M division could be testing other hardware unrelated to the engine, such as suspension components.

The Pre-Facelift BMW M5 Sedan And M5 Touring LCI Share The Track

More BMWs appear back-to-back at the 6:15 mark. There’s a colorful M5 Sedan in what appears to be the MotoGP Safety Car livery. It’s clearly the pre-facelift model on sale today rather than the LCI version due in 2027. Speaking of which, the facelifted model appears in front of the lens as the more practical M5 Touring. Although the G99 is camouflaged, we can see it sports styling cues from the Neue Klasse design language.

The car paparazzi also spotted an M2 prototype fitted with the new M Performance Track Package that recently set the fastest M2 lap around the Nordschleife, narrowly beating the M2 CS. Available for newly ordered cars and as a retrofit package, the kit costs €23,500 in Germany before taxes and installation. The most obvious upgrade is the carbon-fiber swan-neck rear wing borrowed from the M4 race cars.

Toward the end of the video, the fully electric X3 M makes an appearance. With BMW recently confirming that the electric M3 will use the same name as the gas-powered sports sedan, the same should apply to the X3 M. There will be only an electric version, as the company sadly isn’t bringing back the six-cylinder model.

BMW has locked in the M3 (ZA0) for a 2027 debut, and the X3 M (ZA5) should also break cover at some point next year. After showing the M Concept Neue Klasse sedan at Le Mans, BMW could launch the M3 first before introducing its SUV counterpart.

As the video shows, the competition isn’t resting either. We’re particularly excited to see the new Audi RS6 Avant, which will become a plug-in hybrid much like the M5 Touring. However, some say it’ll ditch the V8 in favor of a smaller V6 borrowed from the RS5 Avant. The smaller of the two Audi RS wagons was also spotted racking up miles around the Nürburgring.

There’s certainly a lot to look forward to from M. Before BMW reveals all these cars, the next model to wear the iconic letter should be the M350. We should see the M340i’s more powerful successor debut in the coming months alongside the eighth-generation 3 Series Sedan, the G50.

Video: Nürburg Automotive / YouTube

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It narrowly beat Jörg Weidinger’s time. On April 11, 2025, the BMW M development engineer completed the lap in 7 minutes and 25.53 seconds. Still, it’s surprising to see a third party beat BMW’s own time in an identical car. The luxury brand still holds the fastest M2 lap at the Nordschleife, however, thanks to the regular M2 equipped with the new M Performance Track Package, which lapped the circuit in 7 minutes and 25.06 seconds.

Theoretically, a similarly equipped M2 CS could go even faster thanks to its extra power and lower curb weight. However, BMW hasn’t said whether it plans to return to the Nordschleife with the hotter M2 fitted with the M Performance Track Package. It’s also unclear whether the company wants to chase an even quicker time with the M2 xDrive, although we’re not convinced the AWD version would necessarily be faster than its rear-wheel-drive sibling.

All the M2 variants we’ve mentioned use the eight-speed automatic transmission, which makes the most sense when chasing lap records. A manual gearbox is certainly more engaging, but the Steptronic is ultimately quicker, regardless of how skilled the driver is at shifting gears.

Will A BMW M2 CSL Happen?

BMW is leaving the door open for an M2 CSL, which would shed even more weight than the M2 CS. It would make sense to remove the rear seats and extract even more power from the inline-six engine. The twin-turbocharged 3.0-liter mill produces 523 hp in the M2 CS, but the M4 CSL packs an additional 20 hp.

The bigger of the two coupes remains the fastest production BMW around the Nordschleife, with a lap time of 7 minutes and 18.13 seconds. Whether BMW would allow a potential M2 CSL to eclipse the M4 CSL remains an open question. Given the roughly seven-second gap, however, the M2 CSL has plenty of room to improve on the M2 CS’ lap time without dethroning its bigger brother.

With Audi signaling the eventual demise of its five-cylinder engine, the RS3 may no longer pose a serious threat to the M2 CS’ Nürburgring lap time. Ingolstadt’s hot sedan claimed the compact-class lap record in mid-2024 with a time of 7 minutes and 33.12 seconds before BMW obliterated it by 7.6 seconds with the M2 CS a year later.

Will owners ever go flat out on the Nordschleife to chase a lap record? That’s highly unlikely, but these benchmark runs give automakers valuable bragging rights, which can ultimately help drive sales.

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The one-off G81, built exclusively for the track, also impressed last weekend by setting the fifth-fastest time during the timed shootout at the 2026 Goodwood Festival of Speed. South African racing driver Jordan Pepper piloted the M3 Touring 24H to a 46.54-second run, narrowly missing third place, which Alex Summers claimed in the Shadow-Chevrolet DN4.

Nevertheless, fifth place in a wagon is nothing to sneeze at. The sound you’re hearing doesn’t come from the road car’s S58 engine but from the motorsport-spec P58. It produces nearly 600 hp and 516 lb-ft (700 Nm) of torque, sent exclusively to the rear wheels. Yes, the M3 Touring 24H ditches the regular model’s xDrive setup. Another major change is the switch to a six-speed sequential transaxle gearbox.

BMW Has Sold The M3 Touring 24H

Headed to Rainer Bonnetsmüller’s private collection, the unique M3 wagon race car took just eight weeks to build following a development phase of only eight months. Initially, BMW hadn’t planned to build it. As you may remember, it began merely as an April Fools’ prank in 2025.

It’s unclear how much Rainer Bonnetsmüller paid for it, but it almost certainly cost far more than an M3 CS Touring, which retailed for €152,900 in Germany. For reference, the M3 Touring 24H is mechanically related to the €219,900 M4 GT4 EVO and the €578,000 M4 GT3 EVO. It has more in common with the latter, so its price tag must have been astronomical given its one-of-a-kind status.

Although the car no longer belongs to BMW, the good news is we haven’t seen the last of it. Its next confirmed public appearances are scheduled for the MotoGP race weekend in Spielberg, Austria, and the Tutto Bene Hill Climb in Italy, both in September.

BMW has likely extracted everything it could from the G81 platform with the street-legal M3 CS Touring. Logic tells us it’s unlikely to build anything as radical as this race car with a license plate. The high-performance wagon story could continue with the next-generation 3 Series Touring, the G51. Although BMW M hasn’t made any commitments, another M3 wagon remains a possibility. Better yet, it could even make its way to the United States for the first time.

In the meantime, BMW M is working on giving the larger M5 Touring a Neue Klasse-inspired makeover for its facelift, due next year.

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Fast-forward to 2026 and the new G65, and there’s still a way to buy the X5 without xDrive. BMW is selling the fifth generation of its popular family SUV as the rear-wheel-drive X5 40. You’re not missing out on any power by skipping the xDrive setup. The thoroughly updated turbocharged 3,0-liter inline-six delivers the same 394 hp and 428 lb-ft. Those figures are up by 19 hp and 45 lb-ft thanks to a new turbocharger.

The mild-hybrid B58 engine runs on the Miller cycle for improved efficiency, but it’s no slouch. BMW claims the new X5 40 reaches 60 mph in 5.1 seconds, making it 0.2 seconds quicker than its predecessor. With a one-foot rollout factored in, the sprint time drops to 4.8 seconds.

The BMW X5 Isn’t Any Slower Without xDrive

Surprisingly, the rear-wheel-drive version matches the sprint time of its xDrive counterpart. We would’ve expected the all-wheel-drive model to be slightly quicker, but that isn’t the case. Both versions top out at an electronically limited 155 mph (250 km/h).

While weight figures haven’t been published, it’s reasonable to expect the X5 40 to be the lightest version of the lineup. In Europe, the xDrive model weighs 5,048 pounds (2,290 kilograms) without a driver, so the rear-wheel-drive variant should come in slightly lighter. That said, keep in mind that vehicles are weighed differently in Europe and the United States.

The X5 40 won’t be available when the model launches in October, as only its xDrive counterpart will be offered initially. If you don’t need all-wheel drive and want to save some money, BMW says deliveries of the rear-wheel-drive version will begin in the first quarter of 2027. Predictably, the X5 40 is the most affordable model in the lineup, starting at $71,250, including destination. Stepping up to the xDrive version adds $2,300, bringing the starting price to $73,550.

The X5 40 isn’t the only rear-wheel-drive BMW SUV currently on sale. Some markets also get the X3 20 sDrive, while the newly introduced electric iX3 40 sends power exclusively to the rear axle. Since the Neue Klasse platform uses a rear-mounted electric motor as standard, other electric SUVs could skip xDrive in their base versions. Likely candidates include the iX4, due this fall, and the next-generation iX1, arriving next year.

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