As you may recall, BMW officially announced the i3 M60 xDrive in September, confirming that the M-badged version will join the lineup next year. Although the company hasn’t released technical specifications, the positioning is already clear. The M60 will sit above the i3 50 xDrive but below the first fully electric M3, giving customers a more potent alternative without going all-in on a full-fat M car.

A few interesting details are worth pointing out. The European-spec car we filmed has yellow M lights that illuminate only when the low beams are switched on. In other words, they won’t remain lit during daytime driving. That’s the exact opposite of the US-spec configuration, where the yellow elements double as daytime running lights and therefore stay illuminated in broad daylight.

BMW Levels Up The i3 Electric Sedan

BMW also gives the M60 a distinctive rear-light graphic, M-specific mirror caps, and a more pronounced rear diffuser. Buyers looking to turn up the aggression further can order M Performance Parts, including a carbon-fiber front splitter, rear spoiler, side winglets, and rear diffuser.

Inside, the electric sedan gets M Sport seats with 10-way electric adjustment and a massage function. The steering wheel also has a more performance-oriented design, with dedicated Boost and M Mode buttons and a red 12 o’clock marker.

BMW hasn’t disclosed how much power the i3 M60 xDrive will deliver, but the recently unveiled iX3 M60 offers a pretty good indication. The electric SUV uses two sixth-generation electric motors that produce a combined 603 horsepower and a massive 875 Newton-meters (645 pound-feet) of torque.

If BMW carries that setup over to the sedan, the i3 M60 will be a serious weapon. The SUV needs 3.9 seconds to reach 100 km/h (62 mph), so the lower and presumably lighter sedan should be even quicker. We wouldn’t be surprised if it dips below that mark.

Inevitably, the extra performance will likely come at the expense of range. The i3 50 xDrive can travel up to 912 kilometers (567 miles) on the WLTP cycle, but the M60’s more powerful motors, larger wheels, and sportier setup should reduce that figure. Even so, it should remain a capable long-distance cruiser.

The Electric M3 Is Still The Main Event

The i3 M60 xDrive should be a compelling addition to the lineup, but it’s also a stepping stone toward something considerably more serious. BMW is developing the first purely electric M3, internally known as the ZA0, with a four-motor configuration and a dedicated high-performance battery pack.

The electric M3 will arrive in 2027, potentially delivering around 800 horsepower or even more. It will also feature simulated gear shifts and artificial sound to make the driving experience more engaging. Compared with the i3 M60, the flagship will also use natural-fiber composites where you’d typically expect carbon fiber.

That leaves the i3 M60 in an interesting position. It won’t have the dedicated hardware or extreme performance of the electric M3, but it should deliver more than enough power for most buyers. Think of it as the electric equivalent of the M350, albeit on a dedicated EV platform rather than the gas model’s CLAR underpinnings.

BMW hasn’t announced pricing, but we do know production is expected to begin in early 2027. It will certainly command a premium over the i3 50 xDrive M Sport Professional, which kicks off at $66,050 in the United States. Similarly, Germans will be paying more than the €72,770 the company charges for the i3 50 xDrive with the M Sport Package Pro.

For now, our close-up video offers an early taste of what’s coming. The i3 M60 already looks the part, and dare I say, it’ll look even better as a Touring. The long-roof NA1 should break cover next year and come as an M Performance model, too.

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Speaking during BMW Group’s Q3 2026 earnings call, CEO Milan Nedeljković confirmed that LFP batteries are coming, though their use will depend on the vehicle type and its intended purpose. Responding to a question about the company’s battery strategy, the number one in Munich explained that BMW is starting with NMC chemistry and cylindrical cells because it currently considers this technology superior in the market. He pointed to the impressive range figures achieved by the new iX3 and i3, including in China, as evidence that the approach is working.

However, BMW isn’t ignoring the cost advantages of LFP batteries. The CEO acknowledged that this chemistry offers a different cost structure but also comes with different range capabilities. As a result, the company will be selective about where it introduces the technology rather than offering it across every segment.

NMC And LFP Batteries Will Coexist

“With Neue Klasse, we are starting with the NMC technology and the cylindric batteries, and this technology is now superior in the market. We see that our range we can offer with the iX3 and the i3 are deeply impressing also in China, and that is why we start on that level. At the same time, and you are right, the LFP technology offers a different cost structure, but also different range. So we will add the LFP technology in our vehicles, but we will be very specific in which vehicle and for which purpose. And so it will come, but it will not be a generic exchange or a generic offer in all segments.”

In other words, don’t expect BMW to replace NMC batteries with LFP packs across the board. The two technologies will coexist, serving different purposes within the lineup.

The differences between the two technologies explain why BMW wants to keep both options available. NMC batteries use nickel, manganese, and cobalt in their cathodes. Their main advantage is higher energy density, allowing automakers to store more energy in a compact, lightweight battery pack. That’s particularly important for larger, more expensive vehicles where customers expect longer driving ranges.

LFP batteries, meanwhile, use lithium iron phosphate for the cathode, eliminating the need for nickel, cobalt, and manganese. This makes them cheaper to manufacture, with production costs generally around 20% lower than comparable NMC batteries. They also tend to last longer, resist thermal runaway better, and degrade more slowly over repeated charging cycles.

There are trade-offs, though. LFP batteries have lower energy density, meaning they need more space and weight to store the same amount of energy. They can also charge more slowly in cold weather. Consequently, NMC remains an attractive choice for vehicles where maximum range and performance take priority over manufacturing costs.

The Entry-Level iX3 In China Uses LFP Batteries

BMW has already demonstrated how it intends to make the two chemistries coexist. The China-exclusive iX3 30L uses an LFP battery, while the more expensive 40L and 50L versions retain NMC technology.

The entry-level electric SUV has a 77-kWh battery pack and a claimed range of 630 kilometers (391 miles) on China’s CLTC testing cycle. It starts at RMB 269,900, about $40,000 or €34,300.

Nedeljković didn’t identify which future models will adopt LFP chemistry or when those versions will arrive outside China. However, his comments make it clear that BMW sees a place for both technologies rather than treating them as competing solutions.

That’s probably the sensible approach. Not every electric BMW needs an enormous battery capable of delivering massive range. For customers who prioritize affordability over outright range, a cheaper LFP-powered version could make an EV considerably more accessible.

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Tesla sized the line for 250,000 trucks a year, but Kelley Blue Book estimates it sold 20,237 Cybertrucks in 2025, down from 38,965 in 2024. Cox Automotive counts 11,586 US sales through September of this year.

Why Is Tesla Really Ending Cybertruck Production?

Musk blames floor space for the Cybercab robotaxi, but Electrek notes that Giga Texas has more than 10 million square feet and the Cybertruck line already runs at about a quarter of its installed capacity. Tesla promised a $39,900 starting price in 2019, listed the cheapest truck at $60,990 when sales began in late 2023, and was charging $74,990 for the entry Dual-Motor AWD after an August increase. That trim can no longer be ordered at all.

Nearly every Cybertruck on the road was recalled in March 2025 over an exterior panel issue, the truck can’t be sold in Europe or most right-hand-drive markets, and last month Tesla canceled reservations in Australia and New Zealand nearly seven years after opening them.

What BMW Designers Told Us About The Cybertruck

When we spoke with some BMW designers off the record in the past, they appreciated the Cybertruck’s daring, unconventional design. Most designers like strange things, and few production vehicles are stranger. Tesla design chief Franz von Holzhausen has said the truck’s hard lines came from the stainless steel Musk handed his team, and a shape dictated by a material rather than a customer clinic is something designers rarely get to do. Admiring it was as far as it went, though: there was never an intention for BMW to chase a segment like that.

Has BMW Ever Seriously Considered Building A Pickup Truck?

No, and its executives keep saying so. Then-R&D chief Klaus Fröhlich said in 2019 that a proper pickup needs a ladder-frame architecture BMW doesn’t have. Adrian van Hooydonk, BMW’s design chief at the time, told BMWBLOG in 2023 that a pickup is “not an obvious fit for the BMW brand,” and last year Bernd Koerber, senior vice president of BMW brand and product management, told us: “Pickup is not a segment we look at.” Mercedes-Benz showed what happens when a German luxury brand tries anyway: its Navara-based X-Class sold 15,300 units worldwide in 2019 and was out of production by May 2020.

BMW’s pickups have stayed one-offs: the 1986 E30 M3 Pickup that hauled parts for BMW M until 2012, its E93 M3-based successor that doubled as a 2011 April Fools’ joke, and the X7 Pick-up built by Munich plant trainees in 2019.

Why The Canceled BMW Rugged Was The Closest BMW Came

The closest BMW came was the G74 “Rugged,” a true off-road vehicle with big tires, a spare wheel on the back, and real off-road hardware. The rumor is that the idea grew partly out of BMW’s evaluation of the Rivian R1T, so BMW studied an electric pickup and came away wanting an SUV. It started as an electric model on the Neue Klasse NA5 platform, then moved to CLAR alongside the next-generation G65 X5, with Spartanburg production and a 2029 launch target. Its tailgate-style rear seating was about as close to a pickup bed as BMW was willing to get.

In July, we reported the Rugged failed to clear final approval, as a bespoke luxury off-roader struggled to justify itself against the G-Class and Range Rover. The Land Rover Defender alone hit a record 115,404 deliveries in 2025, and BMW still judged that segment too small to enter from scratch.

The Cybertruck, built on a line sized for 250,000 trucks a year, never topped 40,000 in a year by Kelley Blue Book’s estimates. BMW’s designers can keep their soft spot for the stainless steel wedge, but the people who approve BMW’s product plan were never going to see a business in those numbers.

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What’s Included In BMW’s 2027 Charging Package

• A $300 BMW ChargingNetwork credit, usable at participating charging providers
• A separate $200 credit that only works at IONNA locations
• A one-year BMW Membership at IONNA, worth 25% off charging

Once the credits run out, sessions are billed to the payment method on file. Owners who bought or leased a qualifying 2027 model before the launch may also receive the benefits. The i4 and iX aren’t part of the offer.

How Far Does $500 In BMW Charging Credit Go?

IONNA said in late August that its price never goes above 39 cents per kWh, plus taxes. At that ceiling, the $200 IONNA credit covers about 513 kWh, or about 684 kWh if the 25% membership discount also applies to sessions paid with credit. BMW’s announcement doesn’t say whether it does. Spend all $500 at IONNA at the discounted rate and you’d get roughly 1,700 kWh. That’s the best case, because the $300 credit buys less energy at pricier networks such as Electrify America and EVgo.

BMW is one of IONNA’s eight founding automakers, so it’s no surprise that $200 of the money and the entire discount go to a network it part-owns. Owners near one of IONNA’s 200-plus U.S. Rechargeries will get the most out of this package, while everyone else will lean on the $300 credit.

How The 2027 Offer Compares With BMW’s Earlier Deals

BMW’s public charging perks have been shrinking in stages. The iX and i4 launched in 2022 with two years of complimentary 30-minute sessions at Electrify America, a deal BMW extended to the i5 in 2023. For the 2026 model year, Electrify America’s terms gave i7 owners 2,000 kWh over 36 months, and the i4, i5 and iX got 1,000 kWh over two years. BMW’s release doesn’t say whether that Electrify America allowance carries over to 2027 models. If the $500 package replaces it, i5 buyers who charge mostly at IONNA get roughly the same amount of energy but half the time to use it. Buyers of the i7 lose the most, going from 2,000 kWh over three years to $500 that expires after 12 months.

The IONNA discount is also narrower than BMW’s last one. Earlier this year, every BMW and MINI EV driver got 20% off at IONNA through the end of September, with no enrollment required. The new discount is deeper, but it covers three models for one year.

How To Claim The Credits In The My BMW App

Enrollment happens in the My BMW app under Charging > Services > Charging Wallet > BMW ChargingNetwork, where owners set up an account and accept the package. The credits and membership then appear in the Digital Charging Wallet and apply automatically. Because the window starts at the date of retail, anyone who already took delivery should enroll now. BMW hasn’t said whether the iX5 and Neue Klasse i3, due in the first quarter of 2027, will get the same package, or what the IONNA membership costs after the free year.

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Price Conscious: X5 40 Build

The new, rear-wheel drive X5 40 has a slightly more approachable base price than it’s four-wheel drive counterpart. It starts at $71,250 (incl. destination) in the U.S., undercutting xDrive models by $2,300. You still get the same B58 inline-six and BMW claims it’s only a tenth of a second slower from zero to 60 mph. It completes the deed in 5.2 seconds. Of course, just because it starts on the lower end of the pricing scale doesn’t mean it has to stay that way. Adding M Sport Professional digs costs $4,550 and a quick dash of Frozen Space Silver Metallic paint costs us $3,600. Normal metallic remains $650, but we’re on a mission here. 23-inch wheels cost another $1,000.

Veganza’s no cost and leather starts at $2,600, but we’re going big with the Vintage Coffee BMW Individual Interior Design with Merino Leather, adding another $3,100 and a requisite $1,800 Luxury Front Seating Package that we would probably have ordered anyway. It gets you ventilated and massaging seats that are also more adjustable than the standard thrones. It comes back off as we add the more expensive ($2,800) Climate Comfort Package, which includes all those features and adds heated rear seats and armrests and 4-zone climate control.

There’s still more, too. A $3,100 Luxury Package adds truly superfluous additions like Automatic Doors and the infamous Passenger Screen. We check both boxes for Driving Assistance Professional ($1,750) and Parking Assistance ($750). After checking the remaining a la carte options (Bowers & Wilkins, Trailer Hitch, window shades) we get to a nice, solid, $93,900. Nice: still a savings over the $95,400 xDrive model.

Going All Out: X5 50e xDrive

We naturally gave the PHEV X5 50e xDrive the same treatment. We went with Frozen Tanzanite Blue instead of the Silver, though. Base price is $78,980 (incl. destination), around $5,000 more expensive than the xDrive model. Loaded up with the same options as our rear-driven model, the truck comes to $101,350—so far, the first X5 to spill over six figures (before adding warranties, of course).

The X5 50e xDrive’s price gap is significant. But, we think there’s a lot to like. BMW claims zero-to-60 drops considerably, to 4.6 seconds. Credit the 483 combined horsepower courtesy of the B58 inline-six and electric motor, that’s nearly 100 up from the other X5 iterations.  BMW claims up to 44 miles of electric-only driving range, which is especially nice when you consider it has access to Level 2 charging stations. Either way, it seems obvious that the 2027 BMW X5 has a lot to offer many different buyers. We invite you to slack off and spend your Friday configuring your favorite version of BMW’s new X5 on the U.S. online configurator here.

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The electric SUV covered an impressive 436 miles (702 kilometers) before running out of battery. That’s 44 miles (71 kilometers) more than the Mercedes and 84 miles (135 kilometers) farther than the Volvo. In other words, neither competitor even broke the 400-mile barrier, let alone kept up with the iX3.

More importantly, BMW’s first electric SUV of the modern Neue Klasse era exceeded its EPA-estimated range of 392 miles (631 kilometers) by 44 miles, representing an 11.2% improvement over the official figure. That’s an impressive result, especially since EPA estimates are generally more conservative than the WLTP figures used in Europe and the CLTC numbers used in China.

Range isn’t the only area where the Neue Klasse SUV impressed. Edmunds measured energy consumption at 28.3 kWh per 100 miles, well below the EPA estimate of 32 kWh. That’s about 11.6% better than the official figure, suggesting the iX3 uses its battery energy particularly well. It also narrowly beat both rivals on efficiency. The Mercedes GLC recorded 28.4 kWh per 100 miles, while the Volvo EX60 needed 28.8 kWh to cover the same distance.

How Edmunds Does Range Tests

Edmunds uses a mixed driving cycle consisting of 60% city driving and 40% highway driving, with an average speed of 40 mph. The test cars also stay within 5 mph of posted speed limits, run their climate control in automatic mode at 72 degrees Fahrenheit (22 degrees Celsius), and use their most efficient driving settings.

This approach differs from simply driving on the highway at a constant speed until the battery runs dry, but it arguably better represents everyday driving conditions.

The BMW iX3 Also Beat The Audi Q6 E-Tron And Porsche Macan

The iX3 also shines when compared with other rivals in the segment tested by Edmunds. The Audi Q6 E-Tron managed 337 miles, while the Porsche Macan 4 Electric covered 352 miles. That puts the BMW 99 miles ahead of the Audi and 84 miles ahead of the Porsche.

Looking back, the Edmunds result is hardly the first time the iX3 has shown off its long-range chops. BMW itself previously drove one from its Debrecen factory in Hungary to Munich, covering 1,007.7 kilometers (626.1 miles) without stopping to recharge. A Chinese-market long-wheelbase version subsequently went even farther, completing a 1,030.2-kilometer (640-mile) journey with 5% battery remaining. Independent tests have also been encouraging, with Bjørn Nyland recording 749 kilometers (465 miles) at a constant 90 km/h (56 mph).

All of which suggests BMW may have finally found the cure for range anxiety. If the iX3 is already this impressive, the i3 sedan should fare even better in real-world tests, thanks to its more aerodynamic shape. In fact, the long-wheelbase version for China has already covered 1,213 kilometers (754 miles), albeit under specific test routes and driving conditions. Even so, electric vehicles, and not just BMW’s, are increasingly becoming long-distance cruisers.

Source: Edmunds

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Leading the transition is Imran Arshad, co-founder of Evolve Automotive and Eventuri, who has taken on the role of managing director at AC Schnitzer. He isn’t stepping away from his existing businesses, but promises to give the German brand plenty of attention over the coming years.

Arshad admits that some enthusiasts had started to believe the company had lost its way and was struggling to keep up with the times. He initially joined AM Group as a consultant to help with the acquisition and suggest ways to revive the business. The group eventually decided he was the right person to lead that transformation.

AC Schnitzer Is Already Thinking About Modifying The Two Future M3 Models

AM Group brings together several companies with complementary expertise. Urban Automotive contributes in-house CAD engineers and designers, while UBC operates a carbon-fiber manufacturing facility that supplies both original equipment manufacturers and aftermarket companies. GP Products, meanwhile, handles European distribution.

Combining those resources should give AC Schnitzer a stronger foundation for developing, manufacturing, and distributing its products. Arshad sees considerable potential in the brand, particularly by revisiting its heritage and adapting familiar design cues for modern BMWs.

Predictably, the M lineup will be central to AC Schnitzer’s renewed product strategy. The G87 M2 and G82 M4 are among the models receiving attention, alongside both versions of the future M3: next year’s fully electric ZA0 and its G84 combustion-engined counterpart, which should arrive in 2028.

Yes, the company will still work on parts for electric vehicles. Arshad points out that EVs are especially important in markets where high taxes on combustion-engine cars push people to switch to electric, so AC Schnitzer intends to develop aerodynamic upgrades for those models as well.

Existing products won’t disappear overnight. The company plans to retain part of its current catalog while gradually introducing redesigned components. Customers will continue to order through the AC Schnitzer website, but distributors will switch to buying directly from GP Products through a new business-to-business online portal.

Carbon Fiber And New-Old Wheel Designs

One of the biggest changes will involve materials. AC Schnitzer traditionally manufactured many of its body-kit components from plastic, but Arshad wants to increase the use of carbon fiber. It’s lightweight, strong, and better suited to modern performance-car owners’ expectations.

Wheels will also receive plenty of attention. Rather than abandoning its heritage for unfamiliar designs, AC Schnitzer plans to revisit some classic styles and reinterpret them for today’s cars. Arshad even describes the idea as a form of wheel restomod, bringing vintage designs back with a contemporary twist.

It’s an encouraging development for BMW enthusiasts who feared the end of AC Schnitzer would leave another familiar name in the aftermarket world behind. The badge will remain, but the ambition is to make it relevant again. And with people from Evolve and Eventuri now involved, the company has a management team that knows the BMW tuning scene from the inside.

Video: acschnitzer1987 / YouTube

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The video features Dominik Nadler, Head of Track Operations at BMW M Motorsport, who walks us through the many engineering tricks that made the DTM racer so special. And while the car might look vaguely familiar, don’t expect to find many similarities with the production, first-generation M4 underneath its bodywork.

For starters, the engine is a bespoke P66 V8 developed specifically for motorsport in 2012. In its current restricted configuration, it produces about 480 to 500 horsepower, though output depends heavily on how much air the engine can breathe. Even the engine bay is unusual, with gold-colored heat shielding designed to keep intake temperatures down and help the engine deliver maximum power.

Clever Packaging Keeps Everything Low

The low-slung packaging is another defining characteristic. BMW positioned the engine’s cylinder heads extremely close to the floor, while the suspension uses a double A-arm, pushrod/pullrod arrangement to keep components as low as possible. The dampers are mounted horizontally rather than standing upright, freeing up space and helping lower the car’s center of gravity.

The exhaust manifolds also point upward instead of following the conventional routing you’d find in a road car. They feed into the side of the vehicle, where additional gold-colored insulation protects the carbon-fiber door from the extreme heat. The doors themselves are remarkably light and can be removed simply by lifting them out.

The rear section is equally fascinating. BMW uses a transaxle layout, placing the engine up front and the gearbox at the rear. The two components form an extremely rigid structure, with BMW mounting the suspension directly to both. Combined with a stiff monocoque, this creates a highly rigid assembly extending from the engine to the gearbox and ultimately to the tires.

No Electronic Nannies

And don’t expect electronic safety nets to catch you if things go wrong. The M4 DTM has neither traction control nor ABS, leaving the driver entirely responsible for managing the car. Every small steering input and millimeter of pedal travel translates directly into the vehicle’s behavior, giving the driver an unusually intimate connection with the machine, like in the old days of racing.

BMW also fitted the racer with a drag reduction system (DRS). On straights, where drivers don’t need as much downforce, the system reduces drag and helps the car reach speeds approximately 10 to 15 km/h (6 to 9 mph) higher, depending on the settings allowed by the racing series.

The cockpit is every bit as purpose-built as the mechanical package. Drivers sit in a specially molded foam seat that hugs their bodies, while a digital display provides essential information such as speed, gear selection, oil pressure, and temperature. There are several selectable display pages, but the amount of information could overwhelm anyone unfamiliar with racing.

Interestingly, BMW has also converted this particular M4 DTM into a two-seater taxi car. After competing in the championship, the car underwent a rebuild that added a passenger seat alongside the driver’s. That gives visitors a rare chance to experience a machine designed with one purpose in mind: going as fast as possible around a racetrack.

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BMW M3 CS Touring: 7:29.490

The M3 CS Touring brings a wagon body and a large cargo area to the list, yet its 7:29.490 lap is only 0.73 seconds behind the M3 CS sedan. It’s the fastest Touring car/wagon to lap the Nordschleife. Curious how longtime fast wagons like the Audi RS6 and Mercedes-Benz AMG E63 measure up? The E63’s fastest published lap was a respectable 7:45. the latest generation of the Audi RS6 wagon has no published time at all. But the generation before ran an 8:05.

BMW M3 CS: 7:28.760

The M3 CS sedan recorded its 7:28.760 lap in 2023. It was the first M3 to break the 7:30 mark on BMW’s full-lap timing, and it remains quicker than the more practical Touring version by less than a second. We don’t know if BMW plans to test the manual-only CS Handschalter, but we have to imagine the lap time would be ever-so-slightly slower. But I bet it would be a lot more fun.

BMW M2 CS: 7:25.534

The M2 CS is the quickest BMW in the Nürburgring’s compact-car category. BMW development engineer Jörg Weidinger set the 7:25.534 lap in April 2025, beating the previous M2 record by more than 13 seconds and the previous compact-car benchmark by eight seconds. Its time puts the smaller coupe ahead of the M3 CS sedan on the overall BMW list. The standard G87 managed a 7:38.706, illustrating just how different the CS model is from the regular car.

BMW M4 CS: 7:21.989

The 550-horsepower M4 CS sits well ahead of its four-door counterpart. It gives the M4 CS a place among BMW’s fastest cars, despite sitting below the limited-run CSL in the M lineup. More on that in just a minute. BMW took moderate lightweighting efforts with the car, and the CS weighs around 77 pounds (35 kg) less than a standard M4. The G82 M4 CS’s time also illustrates a wide gap between itself and the previous generation car. That car’s best recorded time sits over 20 seconds behind the G82, although it was an independent test rather than a BMW-backed effort.

BMW M4 CSL: 7:18.137

The M4 CSL remains the quickest production BMW to lap the full Nordschleife. BMW’s ultimate coupe set its 7:18.137 time in 2023, improving on the 7:20.207 lap it recorded the previous year. “CSL” stands for “Competition, Sport, Lightweight,” and it appears BMW delivered well on that promise. The CSL lost about 240 pounds (100 kg) relative to the standard G82, and of course more powerful. The lap times speak for themselves.

What’s In a Lap Time?

We can’t really talk about times at the Nordschleife without mentioning some distinguishing lap time records that you’ve also probably seen throughout the years. The five times above are the fastest official records for the brand. But often, laps published by German magazine sport auto—and sometimes other outlets—use a shorter 20.6-kilometer layout. That route omits 232 meters around the T13 grandstand section, where the runs cannot be completed at full speed. Essentially: not all times are equal.

Notably, sport auto cars also show up only in road-legal, as-sold condition. So, no manufacturer trickery to worry about here; it’s a fully independent test. The M4 CSL’s times illustrate the difference: sport auto recorded 7:17.08 on the shorter layout. Meanwhile, during BMW’s official run, the same 20.6-km course was dispatched in a blistering 7:13.497. Another standout time from shorter laps: the F82 M4 GTS, which completed the track in 7:27.88 in 2015. While a factory effort, the GTS wasn’t an “official” time.

Funny enough, the bone stock G82 M4 Competition xDrive ran an only slightly slower 7:28.57, with the M5 CS right behind at 7:29.57. A non-CS F90 managed 7:35.90. All laps were completed by Christian Gebhardt for sport auto. Gebhardt also piloted the RWD G82, which managed a 7:30.79. Amazingly, the M8 Competition managed a 7:32.79. That time puts it ahead of some pretty unexpected rivals, including the Ferrari 458 Italia, 997.2 GT3 RS, Taycan Turbo S, and Pagani Zonda F. We should also probably mention the ridiculous X5 M LM, which completed a full 20.8-km lap in 7:50.

Are Nürburgring times everything? Of course not. No doubt, some incredibly fun-to-drive cars would post some exceedingly unimpressive times. On the other hand, it’s interesting to see that my little M Coupe is only about a minute slower around the Ring than the comparatively lunatic M5 CS (sport auto posted an 8:22 time for the 1998 M Coupe). Certainly not while I’m driving it, mind you. But that illustrates perfectly why people love comparing Ring times. The Ring is a true equalizer; power, weight, agility, and confidence in the car are all equally critical. And there’s arguably no place on Earth as reliable a proving ground.

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What The Camouflage Reveals About The X2’s Neue Klasse Face

An exhaust pipe tucked under the rear bumper marks this prototype as a gasoline X2 rather than the iX2. Since the pipe is hidden, it’s likely one of the regular four-cylinder models, not the M Performance version, which wears quad tips.

The swirl wrap still gives a lot away up front. The headlights are now thin LED strips pushed out to the corners. Between them sit a black rectangle and two patches of perforated mesh, roughly where the narrow, upright kidneys are on the iX3. Expect a dark band linking the lights and slim vertical kidneys in place of today’s oversized grille. From the A-pillars back, the roofline, window line and doors look unchanged, as is typical for an LCI. The iX2 should get the same new face.

Inside, the changes go further. The X2 and iX2 are expected to get iDrive X with Panoramic Vision, which projects information across the base of the windshield in place of a gauge cluster. They should also get the 17.9-inch central touchscreen from BMW’s Neue Klasse models. Earlier prototypes still had the current steering wheel hub, so the iX3’s four-spoke wheel may not make the cut.

Why Is The iX2 Staying While The iX1 Gets Replaced?

The current iX1 (U11) shares its front-drive-based FAAR platform with the combustion X1, and it won’t get a facelift. Its replacement, the NB5, is a ground-up Neue Klasse model with Gen6 cylindrical cells and motors, and it will be rear- or all-wheel drive only. Series production is reportedly set for November 2027. The combustion X1 still gets its LCI, with production reportedly starting in July 2027.

The iX2 goes the other way, keeping FAAR and both electric versions under BMW’s newer naming. The front-drive iX2 20 is rumored to replace the eDrive20, and the dual-motor iX2 30 xDrive replaces the xDrive30. After the spring 2026 update, the current eDrive20 makes 150 kW (201 hp) with up to 512 km (318 miles) of WLTP range, and the xDrive30 makes 225 kW (302 hp) with up to 477 km (296 miles). Both are likely to stay on BMW’s Gen5 eDrive technology for now, so we don’t expect those range figures to change much with the facelift.

That leaves an odd pairing from late 2027. The iX2 sits above the iX1 in BMW’s lineup, yet the iX1 will be the one with Gen6 hardware underneath.

When Will The Facelifted BMW X2 Arrive?

BMW hasn’t announced a date, but the facelift should enter production around mid-2027, alongside the X1 LCI. The gasoline X2 will reach the US as a 2028 model, while neither the iX1 nor the iX2 is sold there. The oversized kidneys on today’s X2 and iX2 have been their most divisive feature since 2023. Judging by this prototype, they’re the first thing going.

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Why B7 Beats A 760 Badge On The ALPINA 7 Series

ALPINA’s 7 Series has carried the B7 name since the E65 generation, when it replaced the B12. The last one, the G12 B7, went out of production in September 2022. Keeping the name ties the new car, known internally as the G72, to those sedans instead of restarting with a number borrowed from BMW’s own lineup.

Any other badges would also have collided with BMW’s flagship. In October, BMW brought the V8 back to the 7 Series in the M760 xDrive, which uses an evolution of the S68 4.4-liter twin-turbo V8 rated at 420 kW (571 PS) in Europe, or about 563 hp. An ALPINA 760 and a BMW M760 with related engines and very different prices is the kind of pairing a salesperson has to explain twice.

The name also suits where BMW wants ALPINA to sit. BMW took over the brand on January 1, 2026, and Oliver Viellechner, head of BMW ALPINA, said at the Vision BMW ALPINA reveal in May that it “fills a gap in our portfolio between BMW and Rolls-Royce.” A badge that read like another 7 Series trim would have undercut that.

The Next-Generation X7 Keeps The XB7 Name Too

The XB7 name was easier to call, since BMW filed trademarks for XB3, XB6, and XB8 earlier this year. We thought the sedan might end up the odd one out, but the B7 and XB7 now follow the same logic.

The current XB7 is built alongside the X7 in Spartanburg, South Carolina, and its final edition developed under the founding Bovensiepen family, the XB7 Manufaktur, is limited to 120 units for the US and Canada. Its successor is the ALPINA version of the G67 X7, reportedly coded G69 and due about a year after the sedan.

What Powers The New ALPINA B7, And When Does It Arrive?

BMW has confirmed a V8 but hasn’t released output figures. During high-speed testing at the Nardò Technical Center in Italy, a prototype passed 300 km/h (186 mph), and the head-up display in BMW’s video briefly showed 439 kW and 784 Nm, or about 589 hp and 578 lb-ft. BMW hasn’t called those numbers final, but they would put the B7 ahead of the M760 xDrive. Yet, we still expect the car to make more than 600 horsepower, in the United States at least.

BMW says the first ALPINA production model arrives in 2027, and we expect the B7 to debut in spring 2027. It will sit above the M760 xDrive and below the Rolls-Royce Ghost, and BMW hasn’t announced pricing.

Earlier reports pointed to a six-cylinder version and possibly an electric one alongside the V8, which leaves one question open: whether every ALPINA 7 Series will wear the B7 badge.

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“If you were to transfer eight-cylinder driving behavior to an EV, the ranges would probably be a maximum of 200 kilometers. Especially when I want to go fast, it just doesn’t work. That’s why we’re deliberately holding back. The market is not yet ready for our customers.”

But that was then, and this is now. In 2026, ALPINA is a separate brand within the BMW Group, positioned between the 7 Series/X7 and the Rolls-Royce Ghost/Cullinan. The brand’s new owner sees things differently, so we’re not surprised this prototype may be the first fully electric ALPINA to undergo testing.

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Enough Range To Make An ALPINA EV Feasible

Battery technology has progressed immensely over the last five years. Thanks to Gen6 cylindrical battery cells and a little help from Rimac, the i7 can travel up to 726 kilometers on a single charge. Granted, an ALPINA version will likely be based on the i7 M70, which has a lower WLTP range rating, but 686 kilometers should be enough to (mostly) cure range anxiety.

As for the prototype at hand, it looks an awful lot like the camouflaged 7 Series that BMW ALPINA showed earlier this week. However, the lack of quad exhaust tips and engine noise suggests this one is fully electric. Another telltale sign is the license plate ending in “E.” Although plug-in hybrids can also carry this type of plate, we don’t think there’s an engine hiding underneath that massive hood. The amber daytime running lights are likely to become an ALPINA trait since the V8 had them, and so did the stunning Vision coupe concept.

An electric ALPINA shouldn’t really come as a big surprise, though. When we sat down with BMW’s Head of Design for Upper Mid-Size, Luxury Class, and ALPINA earlier this year, Maximilian Missoni hinted that an EV would be part of the lineup:

“I would say the same rule applies as we have for BMW as a brand, so technology openness, so even ALPINA will offer both powertrain options. The customers will have a choice out of the portfolio of powertrains of the respective BMW vehicles, and then they will get the ALPINA treatment and be maxed out in terms of power and performance and comfort and luxury, but it’s the same offer — that’s the beauty of being within the group.”

The BMW Alpina i7 Is Likely To Cost Over 200,000 Euros

Like the V8-powered model, the fully electric BMW ALPINA 7 Series will carry the “G72” internal codename, rather than the “G70” designation used by the regular 7 Series. We don’t need a crystal ball to figure out that it will cost considerably more than an i7 M70, which starts at €182,400 in Germany. That’s before you start adding options, so it’s safe to say the fully equipped ALPINA equivalent will carry a price tag north of €200,000.

As sacrilegious as the idea of an electric ALPINA might seem to traditionalists, it does make sense. Full-size luxury sedans prioritize comfort, making electric powertrains a natural fit. BMW knows it won’t convince everyone to go electric, so the V8 will appeal to ICE loyalists. Rumor has it there might even be a six-cylinder version, but BMW hasn’t confirmed anything yet.

What has been confirmed is that the first ALPINA model of the BMW era will arrive in 2027. Soon after, the second-generation X7 will also get the ALPINA treatment. And if the X9 does make it to production, a more upscale version would make plenty of sense.

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Yes, the 8 Series is still on the list because production ended earlier this year, so dealers still have unsold cars. We’re still surprised to see the 6 Series, though, since the five-door Gran Turismo went out of production more than three years ago. Speaking of zombie cars, the Z4 is also on the list, even though Magna Steyr wrapped up production just a few months ago. The X4 is gone too, but it will stick around in the sales charts now that there’s an iX4.

According to the latest figures, BMW delivered 1,483,963 vehicles through Q3 2026, down 6.4% from the 1,585,382 units recorded during the first three quarters of 2025. However, the overall decline doesn’t tell the whole story, as some models are holding up considerably better than others.

The iX3’s Success Is Hiding In Plain Sight

The X3/X4 is the standout performer, with combined deliveries increasing 16.1% to 266,397 units. Since BMW doesn’t break down sales for each model, we imagine the X3 did the heavy lifting, given that BMW officially retired the X4 before 2025 ended. But the numbers don’t account for another model that likely contributed significantly: the iX3. Last we heard, back in April, the electric crossover was outselling the X3 in Europe. As things stand, BMW has racked up more than 100,000 orders and built over 50,000 units.

Several Models Are Down Double Digits

The 7 Series/8 Series duo fell sharply, with sales down 22.9% to 30,270 units. We can explain that, too, since the G70 went through a Life Cycle Impulse, which usually slows down production for a while.

The 5 Series/6 Series wasn’t far behind, falling 18.8% to 179,282 deliveries. Even the smaller 3 Series/4 Series pairing couldn’t escape the downturn, with sales decreasing 13.2% to 308,937 units. With the next-generation 3 Series arriving this year, some buyers may have waited for the switch from the G20 to the G50.

The 1 Series/2 Series also lost ground, down 12.2% to 138,788 units. Meanwhile, the Z4 roadster fell 12.9% to 6,842 deliveries in the first nine months of the year.

The XM And iX Fell The Hardest

The XM continues its free fall, with sales plunging 28.2% to just 4,115 units. That’s an especially difficult result for BMW’s flagship performance SUV, although the fully electric iX fared even worse in percentage terms. Deliveries of the large electric SUV tumbled 34.1% to 16,789 units.

The X1/X2 lineup declined by just 2.8% to 310,714 units, making it BMW’s best-selling model pairing in the first nine months of the year. The X5/X6 was similarly close to last year’s result, slipping only 1.5% to 185,000 deliveries. With the new X5 already on the road, the following years should bring stronger results, even before the next-generation X6 arrives in 2028.

The X7 wasn’t quite as fortunate, with sales decreasing 9.9% to 36,829 units. The second-generation model is due to arrive in 2027, when it will be joined by an iX7.

BMW Will Add Several Models In The Following Years

BMW could add another model to its sales chart, as CEO Milan Nedeljković reiterated this week that the company is considering a bigger SUV. If approved, the X9 (name not confirmed) could arrive by 2029 or 2030. By then, the lineup will have grown to include an entry-level electric car (confirmed for 2028 and likely to be the i1 hatchback) and possibly an i2 Gran Coupe equivalent.

Lest we forget, the i4 Convertible has already been spied, and it would make sense for BMW to do a coupe as well. Munich is also working on a first-ever i3 Touring and potentially another generation of the 3 Series Touring with combustion engines.

That means BMW’s lineup is about to get even more complicated, even if models like the iX and XM are unlikely to receive successors.

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Globally, fully electric vehicles accounted for 20% of BMW Group’s total sales between July and September. Including plug-in hybrids, the combined share of electrified vehicles (xEVs) climbed to 27.4%. In other words, more than one in four vehicles sold worldwide by BMW and MINI skipped the combustion engine, although the regional breakdown tells a much more interesting story.

Europe is comfortably ahead of every other region, with EVs representing 34.7% of BMW Group’s total sales in Q3. Add plug-in hybrids to the equation, and the share of electrified vehicles jumps to an impressive 46.9%. That’s nearly half of all vehicles sold in the region. The figures underline how important Europe remains to BMW’s electrification strategy. Stringent emissions regulations, government incentives in certain markets, and an increasingly diverse lineup of electric models have helped drive adoption.

The United States Has Some Catching Up To Do

Across the Atlantic, the picture is considerably different. EVs accounted for just 4.7% of the Group’s sales in the US during the third quarter, while the combined EV and PHEV share reached 11.4%. Of course, the numbers would look different if the iX1 and iX2 were available in the US, but sadly, BMW has decided not to offer either model across the Atlantic.

That puts the American market well behind Europe, highlighting the challenges of convincing buyers to switch to electric powertrains. Charging infrastructure, consumer preferences, lack of cheaper products, and the country’s political climate all shape demand. BMW still has plenty of room to grow, particularly as it expands its electric lineup with next-generation products.

China Has A Different Electrification Story

China posted a 6.5% EV share, rising to 6.6% when PHEVs are included. The almost identical figures suggest that plug-in hybrids contribute very little to BMW Group’s electrified sales mix in the world’s largest automotive market, which is also the company’s largest single market. That contrasts with Europe, where PHEVs account for a much larger share of electrified vehicle sales.

The remaining markets, grouped under Asia-Pacific, Eastern Europe, the Middle East, and Africa, recorded an 18% EV share and a 23.3% xEV share including PHEVs. While this is below Europe’s electrification rate, it comfortably exceeds the figures recorded in both China and the US.

There’s No One-Size-Fits-All Solution

BMW’s regional figures show that there isn’t a one-size-fits-all approach to electrification. Europe is already approaching the point where electrified vehicles account for half of the company’s sales, whereas the US remains heavily dependent on conventional powertrains. China presents another challenge, given the strength of its domestic EV manufacturers.

Looking at the year-to-date figures, fully electric vehicles account for 18.4% of combined BMW and MINI sales, meaning nearly one in five vehicles delivered so far this year has been a BEV. Plug-in hybrids add another 7.7 percentage points, bringing the combined share of electrified vehicles to 26.1%. In other words, more than a quarter of BMW and MINI vehicles sold in 2026 have a charging port, underlining the growing importance of electrified powertrains to the Group’s overall sales mix.

Several Neue Klasse EVs Are Coming Soon

The Neue Klasse is expected to accelerate BMW’s electric ambitions, especially with the i3 hitting the market this month, the next-gen iX1 coming in 2027, and the i1 following in 2028. An iX7 is also arriving soon, but its high price won’t make it a volume model. Even so, the company isn’t abandoning combustion engines or plug-in hybrids anytime soon. Instead, its Power of Choice strategy lets customers choose different powertrains based on their needs and local market conditions.

Ultimately, BMW doesn’t need every region to electrify at the same pace. It needs to offer the right products in the right markets while making sure its investments in electric mobility translate into sustainable sales growth. These Q3 figures suggest there’s still considerable work ahead, particularly in the US.

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The first mention came in late September, when BMW discussed expanding its SUV lineup with a model above the X7. Now, CEO Milan Nedeljković has brought up the subject again during this week’s conference call covering the company’s financial results through Q3.

“We are also taking measures to expand our offering at the high end of our product portfolio. We are therefore looking at introducing an additional offering above the current top-end model, the BMW X7, tailormade for the U.S. market.”

The BMW X9 (G63) Could Finally Happen

Although BMW hasn’t confirmed the name, X9 seems like the logical choice for a vehicle sitting above the X7. The project reportedly carries the internal designation “G63,” with a market launch potentially scheduled for 2029 or 2030. That’s still several years away, so plans could change.

The new flagship would primarily cater to American customers, where full-size luxury SUVs are big business. BMW has traditionally struggled to match the interior space offered by domestic rivals such as the Cadillac Escalade and Lincoln Navigator. An even larger model could finally give the company a proper contender in this lucrative segment.

A more spacious third row would likely be a main selling point, addressing an area where even the X7 has, well, room for improvement. Expect BMW to charge a substantial premium over its current SUV flagship, too. This wouldn’t simply be an X7 with a longer body, but a more expensive proposition aimed at buyers who want additional space and luxury.

Six-Cylinder And V8 Power Still Make Sense

Under the hood, the rumored X9 is expected to stick with combustion engines, including six-cylinder and V8 options. A six-cylinder diesel might also be considered for markets outside North America, although it’s far too early for BMW to discuss specific powertrain options.

A fully electric derivative remains a possibility, but BMW has not confirmed it intends to develop one. Given the segment’s traditional preference for large-displacement engines, a gasoline-powered flagship would make sense, particularly in the United States.

Made In Spartanburg? Maybe Not

One of the biggest challenges is finding somewhere to build it. BMW’s Spartanburg plant in South Carolina is already operating at full capacity to meet demand for its SUVs. The facility currently builds the X3, X5, X6, X7, and XM, with additional models and production demands putting further pressure on its resources.

BMW has already acknowledged the capacity issue, saying it wants to strengthen its regional production footprint. That could involve shifting production between factories or expanding manufacturing capabilities elsewhere. Either way, squeezing another, even larger SUV into Spartanburg won’t be easy.

If the X9 primarily targets North America, building it in the United States would make commercial sense. However, BMW hasn’t disclosed where it would assemble the potential flagship, so that remains an open question. Some capacity could become available if the XM doesn’t get a successor, but that’s speculation for now. With the iX7 also coming in 2027, the Spartanburg plant will have its hands full.

For now, the important takeaway is that BMW hasn’t dismissed the idea. Nedeljković’s latest comments suggest the company is still evaluating the business case for a vehicle above the X7. Whether it ultimately gets the green light remains to be seen, but BMW clearly sees an opportunity to charge even more for an SUV with a bigger footprint.

And if the X9 does happen, American buyers will likely be the ones to thank. We imagine an ALPINA version would be a natural fit, taking on the Mercedes-Maybach GLS.

Meanwhile, BMW is busy putting the finishing touches on this: the second-generation X7 (G67) and its electric iX7 twin.

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