Next BMW 7 Series will go electric, but keep diesel

Next 7 Series getting all-electric version

BMW’s flagship luxury saloon, the long-serving 7 Series, will gain a fully electric version in its next iteration.

This news was announced as part of the BMW Group’s £27 billion commitment to ‘future-oriented technologies’ before 2025. 

2022 BMW 7 Series: ‘the power of choice’

Next 7 Series getting all-electric version

The headline is that the 7 Series will get an all-electric version. But BMW also says this will be one of four types of drivetrain: diesel, petrol, plug-in hybrid and electric. This ‘genuine power of choice’ means more buyers are catered for.

The electric 7 is due to get BMW’s fifth-generation EV powertrain. We will see this first in the iNext and i4, with the latter recently previewed and claiming a 373-mile range.

The 7 Series will lock horns with Jaguar’s imminent all-electric XJ. Mercedes-Benz will likely be joining the fray, too, with a production version of its electric EQS Concept, seen at the Geneva Motor Show last year.

Next 7 Series getting all-electric version

Electrification of the next 7 Series is part of BMW Group’s plan to have 25 electrified models by 2023. More than half, it says, will be fully-electric.

BMW expects demand for EVs to double in 2021, compared with 2019. On the way to 2025, BMW expects sales of electric vehicles to grow by 30 percent every year.

At present, BMW’s all-electric range consists only of the Mini Electric and BMW i3. The iX3 is due to join them shortly, scheduled for production in China this year. The i4 and iNext will follow in 2021.

Next 7 Series getting all-electric version

All in, by the end of 2021, five all-electric models will be in production under the BMW Group umbrella. 

One of those will be the next 7 Series. As for the other six or more? We’ll keep you posted.

New BMW logo on Concept i4

BMW confirms new logo will NOT appear on cars

New BMW logo on Concept i4

BMW has unveiled a new logo that follows the trend for ‘flat’ 2D designs – but it is NOT going to replace the current roundel on its cars.

A BMW spokesman confirmed to Motoring Research that the redesigned logo is intended only for use in communications.

ALSO SEE: Spot the difference: test your knowledge of car badges

“It won’t be deployed physically on cars… the existing logo remains in use there.”

Classic BMW logo

BMW’s new logo is intended for media branding and will be used in addition to the existing classic logo.

New 2D BMW logo

The new design is described as better suited to the digital age: it is “pared-down… [which] conveys openness and clarity”.

It is more transparent, deleting the black ring surrounding the ‘BMW’ lettering, which the company says future-proofs its online and offline identity.

New BMW 2D logo online

“With visual restraint and graphic flexibility, we are equipping ourselves for the vast variety of touchpoints in communication at which BMW will be present,” said senior vice president Jens Thiemer.

The transition to the new logo will take place between now and the end of May 2021. All online and offline communications will switch to it, including at trade fairs, motorshows and events.

Last year, Volkswagen revealed its redesigned logo, which is also a 2D ‘flat’ design. The brand said it helped make digital communications more consistent. 

In 2018, Mini also updated its logo with a two-dimensional design. 

BMW remains the biggest autos exporter in the U.S.

BMW still biggest exporter in USA

BMW Manufacturing achieved another record year in 2019, retaining the crown of largest automotive exporter by value. 

Recent data released by the U.S. Department of Commerce confirmed that BMW has now held the title for six years consecutively. 

It marked an impressive year of BMW Manufacturing, with the Spartanburg, South Carolina plant producing a record number of vehicles. 

Exported to the world 

BMW still biggest exporter in USA

Total exports from the Spartanburg facility during 2019 were valued at some $9.6 billion. 

BMW Manufacturing saw 246,014 X-branded SUVs head abroad from the South Carolina factory, making use of six different ports. 

Whilst the majority (195,000 units) passed through the Port of Charleston, SC., BMWs also left the country via Savannah, GA; Brunswick, GA; Jacksonville, FL; Miami, FL; and Everglades, FL. Rail travel accounted for a further 18,000 exports. 

X marks the spot

BMW still biggest exporter in USA

Spartanburg is now responsible for producing five BMW X models, along with four performance M-branded versions. 2019 saw significant investment in battery technology at the facility. 

Two plug-in hybrid models are now built by BMW in South Carolina, following on from the new $10 million production line installed last year. More than 11,000 employees now work at the sprawling factory. 

This increased capacity saw BMW make more than 1,500 vehicles each day. A total of 411,620 left Spartanburg last year, marking a new production record for the facility. 

Heading towards another milestone

BMW still biggest exporter in USA

From 2010 through 2019, BMW Manufacturing built 3,335,871 vehicles at Spartanburg. A considerable 70 percent (2,285,285) were sent abroad during the decade. 

Knudt Flor, president and CEO of BMW Manufacturing, commented that “in addition to being the largest U.S. automotive exporter by value, our plant continues to be the largest facility in BMW’s global production network.

“These achievements are significant and clearly reinforce BMW’s ongoing commitment in the United States.”

The next major milestone for the facility will be producing the five millionth American-built BMW later this year.

BMW has also committed to using zero-emissions shipping by 2030.

Bonhams BMW Glas 3000 V8 Fastback

This unique BMW-badged prototype is heading to auction in Paris

Bonhams BMW Glas 3000 V8 Fastback

A shock announcement has stunned the automotive world that the Frankfurt Motor Show, responsible for some of the world’s biggest car launches, will be no more. 

Now is the chance to buy one of the cars that featured at Frankfurt more than five decades ago, with this rare BMW-Glas 3000 V8 Prototype. 

Set to be sold at the Bonhams Les Grandes Marques du Monde sale next week, this could be a serious momento of the German motor show

Heart of Glas

Bonhams BMW Glas 3000 V8 Fastback

The car in question is based on a model made by Germany’s smallest car manufacturer, Glas. Best known for producing its tiny Goggomobil range, Glas had attempted to move upmarket with a V8-engined coupe model.

However, Glas encountered financial difficulties as it began producing the new 2600 V8. The firm had tried to save money by making its own V8 engine, and also asked stylists Carrozzeria Frua to use components from existing cars where possible. 

By 1966 Glas company was seriously struggling. This meant its nearest neighbour, BMW, swooped in to pick up the pieces of the existing model range. 

Bonhams BMW Glas 3000 V8 Fastback

The 2600 V8 was now badged as a BMW-Glas, and remained on sale for a year. Then a new model, powered by a larger 160 hp 3.0-litre V8 engine, was released as the 3000 V8.

Also in 1967, BMW commissioned Carrozzeria Frua to create a concept of how a reborn 3000 V8 could look with a fastback coupe body shell. 

Unlike the slightly awkward regular Glas models, the Fastback Coupe was sleek and streamlined. 1967 saw it appear at both the Frankfurt and Paris motor shows, impressing the crowds. 

Kidney (grille) donor wanted

Bonhams BMW Glas 3000 V8 Fastback

Finished in the silver-blue paintwork seen on the car today, one of the most notable additions to the Fastback Coupe was the distinctive BMW kidney grille. BMW had previously resisted the urge to use its visual trademark on the V8 Coupe range, despite adding it to the smaller Glas GT.

The Fastback Coupe prototype would also appear at the Geneva Motor Show in 1968, followed by an appearance in Barcelona the following year. By that point the car had been painted red, but was otherwise unchanged. 

Despite the popular response to the concept, BMW dropped plans to build the Glas Fastback. Instead, the company opted to develop its own grand touring range, including the 3.0 CS coupe. 

Bonhams BMW Glas 3000 V8 Fastback

No longer needed by BMW, the Glas Fastback Prototype was sold to an owner in Spain. Records show that buyer kept the car for more than 20 years, before it passed into the hands of an employee. 

The second owner subjected the car to a thorough restoration, with the work for this being completed in 2015. Changes included restoring the paintwork to the original silver-blue metallic, and having the plush leather interior reupholstered. 

Acquired by the current vendor in 2016, the car has also benefited from recent mechanical maintenance and restoration work. 

On your marques…

Bonhams BMW Glas 3000 V8 Fastback

Ahead of the Les Grandes Marques du Monde sale, Bonhams has estimated that the 1967 BMW-Glas V8 Fastback Prototype could sell for between £210,000 to £290,000 ($275,000 to $380,000).

Being a one-off creation does values hard to compare. The car did appear at an RM Sotheby’s auction in 2015, but failed to find a buyer at a higher estimated sale price. 

The rare BMW-Glas V8 will head across the auction block in Paris next week on Thursday 6th February. Other cars set to feature include a prototype Ferrari Dino racer, and a 1938 Bugatti Type 57 Atalante Coupe.

BMW 8 Series: 30 years in 30 pictures

It’s just under three years since the concept for the current BMW 8 Series was revealed. Since then, the flagship GT has flourished through coupe, convertible, four-door Gran Coupe and, of course, full-fat M variants. In 2020, the 8 Series badge turns 30. That sounds like cause for a celebration…

The E31

First shown at the 1989 Frankfurt Motor Show, the BMW 850i – or E31 – followed the 750i saloon as the second post-war German car to be powered by a 12-cylinder engine.
According to the company, BMW “launched its challenge to the world’s finest sports coupes with a design oozing avant-garde elegance, arresting performance attributes, an exceptional wealth of innovations and a sprinkling of exclusive luxury.” Sounds promising…

A strong start

Indeed, BMW’s flagship coupe made a brilliant first impression. Within eight days of the Frankfurt show, BMW had received 5,000 orders, and by the summer of 1990, it was reported that the entire production of 10,000 to 12,000 units a year had been sold out until 1993. Some people were prepared to spend twice the list price to avoid the six-month waiting list.

The first 8 Series

This was the first time BMW had used the number eight in its model line-up, with the 8 Series breaking new ground for Bavaria. Power was sourced from a 5.0-litre 12-cylinder engine mated to a six-speed manual gearbox developed specifically for the 850i. A four-speed automatic transmission was available as an option.

V for victory

It’s not hard to see why would-be owners were seduced by the V12 flagship coupe. The promise of BMW’s legendary driving dynamics combined with an engine developing 300hp and 332lb ft of torque sounded like a match made in heaven. A 0-62mph time of 6.8 seconds and a top speed electronically limited to 155mph were the kind of figures likely to send alarm bells ringing in Stuttgart.

Technical tour de force

It might seem like a contradiction in terms for a car powered by a 5.0-litre V12, but efficiency was a key word during the 850’s development. Central to this was aerodynamics, with BMW setting out with the aim of designing a car with a drag coefficient of less than 0.3. Aerodynamic door mirrors, recessed wipers and super-tight seals on the side windows were just three of the elements combining to result in a drag coefficient of just 0.29.

Pop-up headlights

Other highlights included pop-up headlights, the absence of a B-pillar, speed-sensitive power steering, an electrically adjustable steering column with memory function, remote central locking, auto dimming rear-view mirror, two computers, a mobile phone located between the front seats and safety belts integrated into the seats. This, along with dynamic stability control, represented two firsts for BMW.

A very 90s interior

Given the evidence presented, it’s hard to see how the 8 Series could fail. The cabin was another positive, with the 850i featuring a well-built and driver-focused interior. Writing in Car, Russell Bulgin said: “As a place to pass the miles in, as a tax-free adjunct to an office, a Club Europe ticket and a platinum American Express card, the 850i interior is an elegant, soothing and high-tech minimalist home from home.” The interior shown is a later 840Ci.

A glorious failure?

What, if anything, went wrong for the 8 Series? History will be kind to the 8er, but there’s no getting away from the fact that it represents a glorious failure for Bavaria. Why else would BMW turn its back on the segment for the best part of two decades before taking enough brave pills to try again? For all that talk of waiting lists and production allocated for three years, BMW managed to shift a mere 30,621 8 Series before pulling the plug in 1999.

It was too expensive

In 1990, a BMW 850i would set you back upwards of £60,000, which is around £130,000 in today’s money. For some context, you could buy a Ferrari 348tb for a little under £68,000, while a Mercedes-Benz SEC would be 63,000 of your finest British pounds. The 850i was cheaper, yes, but it was far from perfect. To compound matters, launching a V12 on the eve of a financial depression wasn’t the best timing.

It was too big and heavy

The 850i was handicapped by its weight, tipping the scales at 1,790kg. This only served to remove any sparkle from the driving experience, while adding roll and floatiness through the corners. With the benefit of hindsight, and when viewed as a grand tourer, these factors are more forgivable, but at the time the 750iL was no less of a driving machine, was around £5,000 cheaper and offered rear seat accommodation suitable for more than just the offspring of a contortionist.

It lacked the wow-factor

Today, the BMW 8 Series can turn heads as well as any modern classic of the 1990s, but that wasn’t necessarily the case when the car was new. See an 850i in your rear-view mirror and you’d be forgiven for thinking you were being hustled by a banker in a Toyota Supra 3.0i Turbo. There’s nothing wrong with a Supra, but it cost a full £40,000 less than the BMW. The well-heeled motorist simply must stand out from the crowd.

It wasn’t focused enough

For all its technical wizardry – Active Rear Axle Kinematics (AHK), adjustable suspension and Servotronic steering – the 850i could never really make up its mind what it wanted to be. Drivers could select between ‘Sport’ and ‘Komfort’ modes, but while the 850i was certainly smooth and comfortable, the more practical and cheaper 750i did everything just as well. “Good, but not that good,” read the rather damning headline on the front of Car, June 1990.

Introducing the 850CSi

BMW chipped away at the 8 Series, eager to perfect its super-coupe. In 1993, a second version of the 12-cylinder engine was added to create the 850CSi. This 5.6-litre version offered 381hp and 401lb ft of torque, enough for it to complete the 62mph dash in under 6.0 seconds. This is the point at which BMW introduced active rear axle kinematics, with the rear wheels responding to the speed and steering angle by turning in the same direction.

The 850i becomes the 850Ci

Meanwhile, the 850i became the 850Ci, with standard equipment including a pair of airbags, infrared remote control and folding rear seat backrests. Dynamic stability control was available as an option and the automatic transmission was equipped with adaptive control.

BMW 840Ci

The BMW 840Ci joined the line-up in 1993. Powered by a 286hp 4.0-litre V8 engine, the new entry-level 8 Series was designed to introduce a new audience to the super-coupe. It wasn’t a huge success, as more than two-thirds of all 8 Series sold were powered by a 12-cylinder engine.

BMW 850 Ci

The 850Ci was revised in 1994, with the coupe now powered by a 5.4-litre V12 developing 326hp. Customers could opt for a five-speed transmission, and a few of them did. Only one in six 8 Series sold were fitted with a manual gearbox. The 850CSi, of which 1,150 units were produced, was available exclusively with a stick shift.

Total production: 30,621

In total, 30,621 8 Series were built, including 24 hand-built at BMW’s Rosslyn plant in South Africa. For tax reasons, assembling the cars there was more cost effective than importing the finished articles. Today, 840 prices start from around £10,000, but you’ll pay more for a good example and much, much more for an 850, with the CSi commanding top dollar.


Sadly, a much rumoured M8 version never saw the light of day, but a one-off, high-performance variant of the 8 Series was completed in 1991 and featured an all-new 12-cylinder engine developing around 550hp, chassis tweaks and bespoke body features. Co-developed by BMW Motorsport and BMW Technik, the ‘M8’ was employed as a test bed for technology and innovations. Its engine, for example, served as the basis for the V12 unit powering the legendary McLaren F1.

David Hockney Art Car

This is the David Hockney Art Car: a BMW 850CSi completed in 1995. The artist said: “BMW gave me a model of the car and I looked at it time and time again. Finally, I thought it would be a good idea to show the car as if one could see inside.” Hockney turned the car inside out, making it transparent through unique perception. The bonnet sports a stylised reproduction of the engine’s intake manifold, the driver is visible through the door, and a dachshund (named Stanley) can be seen sitting on the back seat.

BMW Alpina B12

Alpina created two versions of the E31: a 5.0-litre produced from 1990 to 1994 and a 5.7-litre built from 1992 to 1996. In 5.7-litre guise, the Alpina B12 developed 416hp, enough for a 0-62mph time of 5.8 seconds and a top speed of 186mph.

Reviving the 8

It was 2017’s Concorso d’Eleganza Villa d’Este where BMW unveiled the concept for a new 8 Series, previewing a more luxurious successor to the outgoing 6 Series. The car dropped jaws as excitement swelled for the return of BMW’s flagship GT.

Destination Le Mans

But this BMW had duties to perform, namely in GTE-spec at Le Mans. In fact, we saw the race-spec 8 Series before the production version even debuted, at the Frankfurt Motor Show in 2017. It disappointed on-track, however, not achieving the wins BMW hoped for and being the subject of ridicule in the form of memes, due to its apparent size.

M8 Gran Coupe Concept

The M8 Gran Coupe Concept previewed the latest chapter of the 8 Series story, with M5 power and a longer four-door body. Secretly, all were looking forward to the introduction of the production version, as the most desirable 8 Series.

Return of the 8

The real deal arrived a year, featuring either a twin-turbo 530hp V8 or a straight-six diesel with 320hp. Both came with four-wheel-drive and an eight-speed automatic gearbox. Like the original, it’s less a sports car and more a luxury GT. Although you can’t have a V12 engine this time.

Dropping the top

Expanding the range, BMW dropped the top on the 8. It advances its boulevard cruising credentials while retaining its blistering performance.

8 Series Night Sky Edition

No stranger to odd special editions, January 2019 saw the introduction of the night Sky Edition, with controls made from what BMW calls ‘meteoric material’. In short, what wood trim is for Bentleys, space rock is for BMWs.

The ultimate, ultimate driving machine

Although the M850i offered ample performance, we were all waiting for the proper M-car. It’s the fastest BMW ever made, with 625hp and switchable all-wheel drive. It hits 62mph in 3.3 seconds, before settling to a 70mph cruise across Europe. The ultimate 8 Series?

8 Series Gran Coupe

Perhaps not. Many worried that the coupe version of the 8 Series, and indeed the M8, wasn’t special enough. Especially in comparison with Aston Martins, Bentleys and other exotic machines. Step forward the 8 Series Gran Coupe, a car doing what Germans do best: fast and sexy four-door coupes.

M8 Gran Coupe

And they don’t get faster and sexier than the M version. More aggressive bumpers, bulbous exhausts and lashings of carbon fibre suit the 8 Gran Coupe’s muscular lines. In our book, this is the new 8 Series to have.

The original and best

But perhaps not the ultimate 8 Series. Misguided, misjudged or misunderstood – whatever your views on the 8 Series, you can’t deny its place in BMW history. Today, the styling of the original looks better than ever. With a body blissfully free of spoilers and chintz, its legacy looms large over the new car. As a grand tourer, we can think of few better ways to cross the continent. In the V12-powered 850CSi, of course.

BMW commits to carbon-free shipping by 2030

BMW zero-emission shipping

BMW will expand its commitment to reducing emissions by focusing on transport and logistics. The company has joined the ‘Getting to Zero Coalition’, with the aim of using only zero-emissions cargo ships by 2030. 

BMW joins Volkswagen in its recent targeting of shipping to cut carbon. Overall, it plans to reduce emissions by using carbon-free fuels, along with efficient propulsion systems.

It would make a big difference, too. Maritime transport accounts for around three percent of the world’s greenhouse gas emissions. It also makes up 50 percent of BMW’s transport chain emissions.

BMW zero-emission shipping

“Maritime transport is crucial for supplying the BMW Group’s international manufacturing network and for the global distribution of vehicles,” said Jürgen Maidl, senior vice president for supply chain management at BMW.

“We see the Getting to Zero Coalition of various governments, companies and other cross-sector stakeholders as a unique opportunity to continuously minimise carbon emissions in the maritime sector as well.

“We are delighted to be the first carmaker to join this coalition and thus lead the way towards more sustainability.”

BMW zero-emission shipping

All factories operated by BMW and three joint-venture plants will be exclusively powered by renewable energy sources from next year. European plants have been 100 percent green since last year.

Then, of course, there is BMW’s product portfolio. On top of producing ever-cleaner combustion engines, the brand is aggressively expanding its electric vehicle line-up. Currently, it offers 12 models that are electrified, with the i8 and i3 being the poster children for this tech. Soon, the iNext and i4 will join them.

What an ironic picture it is, then, to see low-emissions BMW vehicles rolling onto a smoggy super-ship. Given its 2030 pledge, that’s an irony that hasn’t escaped the company.

Massive BMW diesel engine recall is expanded

BMW fire recall expanded

BMW has extended its diesel car recall again. There are concerns that a faulty part presents a fire risk.

In some diesel cars, glycol leakage from the exhaust gas recirculation (EGR) cooler can occur. In combination with soot deposits and high temperatures, this might result in smouldering particles.

This, in turn, could lead to the melting of the intake manifold and/or fire.

An initial European and Asian recall in August 2018 involved around 480,000 BMW diesel vehicles. As a whole, the extended recall campaign covered around 1.6 million vehicles by October 2018.

This included 268,000 BMW cars in the UK, but this was extended to a further 27,000 vehicles in October 2019.

Now, according to a website in Germany, the recall has been expanded by a further 232,000 vehicles worldwide.

BMW drivers in the UK can see if their car is affected by contacting BMW or by using the government’s recall website. Owners will be invited to visit their local BMW dealer where the EGR cooler will be inspected.

BMW bonnet badge

BMW vehicles affected by the recall

The Which? website has a list of all the cars affected by the EGR recall. These are:

  • BMW 1 Series (114d, 116d, 118d, 120d, 125d), manufactured between November 2011 and September 2017.
  • BMW 2 Series Coupe and Convertibles (218d, 220d, 225d), manufactured between July 2013 and December 2017.
  • BMW 3 Series Saloon, Touring and Gran Turismo (316d, 318d, 320d, 320ed, 325d, 330d, 335d), manufactured between December 2011 and November 2017.
  • BMW 4 Series Coupe, Convertible and Gran Coupe (418d, 420d, 425d, 430d, 435d), manufactured between May 2013 to July 2017.
  • BMW 5 Series Saloon, Touring and Gran Turismo (518d, 520d, 525d, 530d, 535d), manufactured between March 2011 and December 2017.
  • BMW 6 Series Coupe, Convertible and Gran Coupe (640d), manufactured between March 2011 and April 2015.
  • BMW 7 Series Saloon and LWB (725d, 730d, 740d), manufactured between January 2012 and April 2015.
  • BMW X1 (s20d, x25d), manufactured between May 2011 and April 2015.
  • BMW X3 (18d, 20d, 30d, 35d), manufactured between August 2010 and October 2017.
  • BMW X4 (20d, 30d, 35d), manufactured between December 2013 and June 2017.
  • BMW X5 (25d, 30d, 40d), manufactured between April 2013 and June 2017.
  • BMW X6 (30d, 40d), manufactured between March 2014 and June 2015.

The DVSA’s head of vehicle engineering, Neil Barlow, told Which?: “Our engineers have worked closely with BMW to ensure that the fix is satisfactory and appropriate for UK models and conditions.

“We continue to ensure BMW contacts owners of affected vehicles so their cars can be assessed and made safe.”

To find out if your vehicle has been affected by a recall, use the Driver and Vehicle Standards Agency (DVSA) website.

BMW tech will make your phone into a key for any car

BMW digital key

BMW has announced plans to further develop smart device capabilities for its cars – and those of others. It wants to advance beyond its existing BMW Connected application, which can already lock, unlock and start a car via a smartphone.

BMW joined the Car Connectivity Consortium in 2017, pursuing the standardisation of technologies and car security across the car industry. Its vision? Something like an app that has all of your cars in, which you select as if playing a computer game, with each car controlled in exactly the same way.

At least, that’s what a ‘standardised ecosystem for vehicle access that will enable new functions across multiple devices and different manufacturers’ sounds like to us.

BMW digital key

To achieve this ultimate digital key, BMW says there needs to be compatibility across all varieties of mobile device, including smart watches, and among all car manufacturers. 

“Our customers want cross-vendor interoperability,” said Dr Olaf Müller, head of development for digital access systems at BMW.

“Standardisation is the only way to achieve this; proprietary solutions are no longer beneficial.”

The next generation of digital key

BMW digital key

BMW will launch the second iteration of the digital key soon. It will feature a physical chip that means your car can unlock even if your phone is switched off.

Future developments of this will mean the car and device will be better able to communicate with each other. That means you won’t have to hold your phone up to the door handle. The technology to enable this is already being deployed in current and upcoming smartphones.

Does this end the scourge of keyless car theft? There is obviously the question of this technology being hacked. However, security is apparently a top priority for the Car Connectivity Consortium. 

New BMW M2 CS – and the coolest classic M cars


The first production road car developed by BMW’s M division was the M1 of 1978, but the company has a history dating back to 1972 and the founding of BMW Motorsport GmbH. Later it became known as BMW M GmbH: a company responsible for developing some of the most iconic performance cars of all-time, as well as some capable but controversial SUVs.

Happily, the latest offering from BMW M is as old-school ‘M’ as they come. The new M2 CS is a feisty 450hp run-out special, and leads our list of 25 of the greatest M cars of all time.


The M2 and subsequent M2 Competition were already firecrackers. The new CS takes things up a notch, before this compact coupe is discontinued. It loses weight and gains 40hp, plus a stunning Misano Blue paint colour.

Carbon fibre parts, such as the front splitter, boot spoiler and rear diffuser, help the CS cut kilos. The vented carbon bonnet is half the weight of a standard steel item, and extracts hot air while adding front-end downforce. The carbon roof needs fewer seals, so saves on sound-deadening. And those new 19-inch forged wheels save significant unsprung weight.

There’s a general feeling that performance cars like the M2 aren’t long for this world, and with the CS being a run-out model, the end seems nigh. For now, we’re just grateful for this tyre-smoking tearaway. Now, back to where it all began…

BMW E26 M1Are these the best BMW M cars of all-time?

Commercial disaster it might have been, but the M1 holds a special place in motoring history as BMW’s first and only supercar, not to mention one of Giorgetto Giugiaro’s finest creations.

Quite why BMW felt it needed to build a supercar is still unknown, but it turned to Lamborghini for help with the chassis and production. But with the Italians falling behind schedule, BMW took the project in house and even created its own ProCar race series to help promote its new supercar.

BMW M635CSi/M6Are these the best BMW M cars of all-time?

The 3.5-litre straight-six engine of the BMW M1 found a new home in the M635CSi, known as the M6 in Japan and North America. The ultimate version of the E24 6 Series was developed by BMW Motorsport and featured a revised chassis and a number of cosmetic upgrades.

In 1989, when the M635CSi was in the twilight of its life, it cost an eye-watering £46,000 – a massive £9,000 more than the regular 635CSi. That meant it was battling with the likes of the Ferrari Mondial, Lamborghini Jalpa and Porsche 911. BMW obviously had one eye on the future when it developed the M1…

BMW E28 M5Are these the best BMW M cars of all-time?

The E28 M5 was one of the original Q-cars, but its discreet appearance was no accident. BMW knew that this handbuilt and costly super-saloon would appeal to buyers in their 40s and 50s, many of whom wouldn’t be turned on by big spoilers, wide arches and associated trinkets.

Even the rear spoiler was an option, while buyers could choose to delete the M5 badge from the boot lid. At launch, the E28 M5 was the fastest production saloon car in the world, with a 0-60mph time of 6.5 seconds and a top speed of 153mph. A legend was born.

BMW E30 M3Are these the best BMW M cars of all-time?

In common with the E28 M5, the development of the E30 M3 was driven by a desire to mess with the head of Mercedes-Benz, both on the track and on the road. By the time it was unveiled at the 1985 Frankfurt Motor Show, BMW was already playing catch-up, with the 190E 2.3-16 unveiled a year earlier.

Within 12 months, BMW had exceeded the 5,000 units required for Group A homologation – it was clear that it had a hit on its hands. As the M3’s racing career developed, so did the need to create more homologation specials, which resulted in the Evolution and Evolution II special editions. A convertible version signalled a shift from pure racing to a luxury product.

BMW E36 M3 EvoAre these the best BMW M cars of all-time?

The second generation E36 M3 highlights this move upmarket, presenting a more refined take on the performance saloon model. That it was built on standard production lines and not at BMW’s M GmbH plant only serves to highlight this point. All of which means the E36 M3 shouldn’t register on a list of all-time greats, right? Well, no, not exactly.

Contemporary reviews were quick to point out that the saloon felt sharper than the coupe, while special editions only served to enhance the E36’s reputation. And in the more powerful M3 Evo, with its larger 3.2-litre engine, the E36 evolved into a highly accomplished all-rounder.

BMW E46 M3Are these the best BMW M cars of all-time?

If the jury is out on the E36, there can be no such doubts when it comes to the E46 M3. This felt like a return to form for the M3, complete with ‘phat’ arches and 343hp from its 3.2-litre straight-six engine. The 0-60mph time dropped to a smidgen over five seconds. Properly quick, then.

In so many ways, the E46 could be classed as the definitive M3. It has the looks, the pedigree, the performance and – perhaps crucially – the soundtrack. The engine and exhaust combine to deliver a symphony for the ears, ranging from a rasp to a wail. Hard to beat?

BMW E46 M3 CSLAre these the best BMW M cars of all-time?

Yes, it is possible to improve on perfection, and it comes in the form of the CSL. It speaks volumes that the current M2 – widely considered to be one of the greatest M cars of all-time – has been compared to the E46 M3 CSL. Stripped of all but the bare essentials, the CSL was 110kg lighter than the regular M3, creating a more hardcore driving experience.

CSL stands for ‘Coupe Sport Lightweight’, a reference to the hugely successful 3.0 CSL of 1972. If any car was fit to wear the legendary badge, this was it. We’ll also give a special mention to the M3 CS, a kind of halfway house between the M3 and the CSL.

BMW 1 Series M CoupeAre these the best BMW M cars of all-time?

The BMW 1 Series M Coupe – or 1 M Coupe – was an unlikely hero. Created using bits from the M3 and the Z4, BMW turned the junior exec into a senior performance player. It might not be an M car in the truest sense – there’s no bespoke engine to be found here – but it deserves its place alongside the Bavarian thoroughbreds.

BMW squeezed 340hp from 3.0-litre twin-turbocharged six-cylinder engine, with a maximum 369lb ft of torque available on overboost. If you were fortunate enough to buy one new, you’re sitting on a little goldmine. Price then: £39,995. Price now: upwards of £40,000, but as much as £65,000.

BMW E39 M5Are these the best BMW M cars of all-time?

The all-time greats just keep on coming. If the E46 M3 CSL is the ‘A Day in the Life’ of the M world, the E39 M5 is probably ‘Strawberry Fields Forever’. In fact, the E39 is a far better all-rounder – as at home on the commute as it is on the track.

Power is sourced from a normally aspirated 4.9-litre V8 engine producing 400hp at 6,600rpm and 369lb ft of torque at 3,800rpm. But the E39 M5 was more than just a terrific engine. BMW’s M division tweaked the suspension, lowered the ride height, sharpened the steering and added a limited-slip diff to create one of the greatest performance saloons of all-time.

BMW E34 M5Are these the best BMW M cars of all-time?

Back in 1990 the E34 M5 was the fastest saloon car in the world, which is why Car magazine chose to pit against the Ferrari Testarossa. Perhaps predictably, the Testarossa won the day, with the magazine claiming that the M5 was “massively competent, but not really fun to drive”.

Retrospectively, Evo magazine concluded that “it takes time to uncover this precise adjustability… but it’s worth the effort. It’s a car you could spend a great deal of time with and never get bored. Phwoar.” That’ll do for us.

BMW E90/E92 M3Are these the best BMW M cars of all-time?

The introduction of the E92 – the fourth generation M3 – is the point at which the performance 3 Series jumped from six to eight cylinders. The E92 M3 coupe came first, swiftly followed by the E90 saloon, both of which were powered by a 4.0-litre V8 engine producing 420hp.

Sure, the shift from straight-six to vee-eight might have upset the purists, but the E90/E92 soon won people over thanks to its devastating performance. Another contender for the greatest all-rounder, the E90/E92 featured a ‘M’ button, unlocking the M3’s true potential.

BMW E90 M3 CRTAre these the best BMW M cars of all-time?

The E90/E92 spawned a number of special editions, including the M3 Coupe Edition, M3 GTS and the last-of-the-line M Performance Edition. Picking the best is a highly subjective opinion and – with a limitless amount of cash – we’d opt for the super-expensive M3 CRT. The CRT stands for Carbon Racing Technology, previewing new body panels set to appear on the i3 and i8.

The CRT also received uprated brakes, adjustable coilovers, titanium mufflers and less sound deadening for a more hardcore driving experience. All were finished in Frozen Polar Silver paint, but none came to the UK. Shame.

BMW F13 M6Are these the best BMW M cars of all-time?

Aside from the ludicrously vulgar X5 M and X6 M, the M6 Coupe is the most expensive current M car in the BMW range. The M6 Coupe starts at £95,580, while the M6 Convertible manages to break into six figures. There’s also an M6 Gran Coupe in the middle, but our money – nobody mention depreciation – would be on the Coupe.

Power is sourced from a 4.4-litre twin-turbocharged V8 engine developing a huge 560hp and 516lb ft of torque. Remove the rev limiter and this super-svelte M car will top 189mph, sprinting to 62mph in just 3.9 seconds. We’d add the £9,000 Competition Package for good measure. Well, if you’re going to drop the best part of £100k on a new car, you might as well do it in style.

BMW F82 M4 GTSAre these the best BMW M cars of all-time?

As the fastest production BMW ever built, the M4 GTS demands attention. Some will be unable to see beyond the slightly ‘aftermarket’ styling or the £120,000+ price tag BMW is demanding for the pleasure of owning this Top Trumps winner. But a 190mph top speed and 0-62mph time of 3.8 seconds might shift the balance in its favour.

It is, of course, at home on the track, where the GTS can make the most of its 69hp and 39lb ft gains over the standard M4. Production is limited to 700 worldwide, with a mere 30 coming to the UK. Expect the majority of these to be squirrelled away for investment purposes.

BMW Z3 M CoupeAre these the best BMW M cars of all-time?

A controversial choice, perhaps, but you only need to look at the prices being asked for the Z3 M Coupe to appreciate the greatness of BMW’s ‘breadvan’. You could understand the desire to create a Z3 M Roadster, but the Coupe required a greater leap of faith for BMW bosses.

The 3.2-litre six-cylinder engine developed between 321hp and 325hp, depending on the engine, with the 0-62mph sitting at just over five seconds. The looks might be an acquired taste, but exclusivity and the M badge will ensure classic status.

BMW E60 M5Are these the best BMW M cars of all-time?

If you want pedigree, the BMW E60 M5 has it by the bucketload. This was the first production saloon car to be powered by a V10 petrol engine, while the SMG transmission was a result of BMW’s involvement with the Sauber F1 team. Yet again, the M5 took the mantle of world’s fastest four-door saloon, with an unlimited top speed of 200mph.

The full force of 507 horses kicks in at 7,750rpm, which simply encourages you to explore the upper reaches of the rev range. And yet, the E60 M5 will happily spend its entire time on the autobahn, barely breaking sweat as it soothes away the miles. But it’s not the best all-rounder of the E60 generation…

BMW E61 M5 TouringAre these the best BMW M cars of all-time?

Because that accolade belongs to the E61 M5 Touring: the first M5 wagon to be officially sold in the UK. Everyone loves a performance wagon, right, while the M5 Touring also managed to smooth away the controversial Chris Bangle styling of the E60 saloon.

Seriously, where are the drawbacks? The performance figures are identical, and yet the Touring offers 1,650 litres of luggage capacity. BMW hasn’t built another M5 Touring, making this the last of the breed. We had a look on Auto Trader for inspiration (well you would, wouldn’t you?) where we found just two for sale, both available for less than £30,000.

BMW Z4 M CoupeAre these the best BMW M cars of all-time?

If the styling of the BMW Z3 M Coupe was a tad divisive, the Z4 M Coupe was a more sombre affair. Power is sourced from a 3.2-litre straight-six engine developing 343hp and 269lb ft of torque.

Purists rejoice, because the Z4 M Coupe and its Roadster sibling were only offered with a six-speed manual transmission, with a 0-62mph time sneaking below five seconds. Chris Bangle’s ‘flame surfacing’ has aged remarkably well, while prices start from around £15,000. Bargain.

BMW M550d xDriveAre these the best BMW M cars of all-time?

A diesel M car: whatever next? But before the purists choke on their V-Power, we should remember that the M550d xDrive features a quad-turbocharged diesel engine producing 400hp and 561lb ft of torque.

Sure, it’s a BMW M Performance product rather than a proper M car, but these are different times. Besides, a 0-62mph time of 4.4 seconds for the saloon and 4.6 seconds for the Touring will have this diesel upstart nipping at the heels of any genuine M car.

BMW G30 M5

M cars BMW

The new M5 takes the difficult-to-love F10 formula and very nearly perfects it, with the sharpened looks of the G30 combining with a great new automatic gearbox, a livelier updated engine and switchable four-wheel-drive.

It’s a 600hp stonker jack-of-all-trades car that the F10 tried but never quite managed to be. The current Mercedes E63 has a similar weapons-grade capability with switchable all-wheel-drive. The next Audi RS 6 has got a real fight on its hands.

BMW E31 850CSi (M8)Are these the best BMW M cars of all-time?

The best M car that never was? The E31 850CSi was developed by BMW Motorsport and featured a 5.6-litre V12 engine developing 385hp and 406lb ft of torque. It was, if you like, a BMW M8 in all but name.

A true M8 was planned – with a lightweight body and a 550hp V12 engine – but BMW pulled the plug. The new M8 is due out this year.

BMW E63 M6Are these the best BMW M cars of all-time?

In many ways, the E63 M6 was a two-door M5, powered by the same 5.0-litre V10 engine. And yet the coupe featured a carbon fibre roof and new dashboard, making it 80kg lighter than the super-saloon.

When new it was criticised for being more expensive and less practical than the M5, but a decade on that hardly seems to matter. Best of all: prices start from around £15,000.

BMW E9 3.0 CSLAre these the best BMW M cars of all-time?

Without the E9 3.0 CSL there might not be a BMW M division. It is, if you like, the godfather of the M badge: the very genesis of the brand.

BMW’s Motorsport division developed and raced the ‘Batmobile’, laying the foundations for the future of performance gems.

BMW E12 M535iAre these the best BMW M cars of all-time?

Again, the M535i isn’t a true M car, but as the forerunner to the M5 it warrants a place on our list. The only M car prior to the M535i was the M1, which makes this saloon the first car to be developed with everyday customers in mind.

We’ll give a special mention to the E12 530 MLE (Motorsport Limited Edition): a homologation special developed by BMW of South Africa and BMW Motorsport GmbH.

New £75,320 BMW M2 CS could be the FINAL classic M car


After leaking online yesterday, the BMW M2 CS has now been revealed in full. It’s a good old-fashioned run-out special, with more power, a sharper chassis and extra equipment.

The 450hp CS boosts the muscle of the 3.0-litre straight-six by 40hp, although maximum torque stays the same. The gains come from freer-flowing exhausts with a new dual-branch design.

Adaptive M suspension with Comfort, Sport and Sport+ settings is standard. M Sport brakes are also included, with 400mm discs and six-pot calipers at the front, plus 380mm discs with four-pots behind. Buyers can choose from six-speed manual or seven-speed dual-clutch auto transmissions.

BMW M2 CS: saving weight


Just because there’s no ‘L’ for ‘Light’ on the end of the CS badge, it doesn’t mean BMW hasn’t cut kilos. The CS adds a vented carbon bonnet that weighs half as much and increases front-axle downforce.

The carbon roof also saves weight, partly because there are no joins, which means less need for soundproofing. It also adds rigidity and lowers the centre of gravity.

Forged 19-inch wheels reduce the unsprung rotating mass, too. They’re optionally available in gold (pictured).

BMW M2 CS: going faster


How about performance? The raw numbers are 0-62mph in 4.0 seconds for the dual-clutch auto, or 4.2 seconds for the manual. That’s 0.2 seconds quicker than the current M2 Competition.

Top speed, should you opt for the Driver’s Package, is 174mph. You get Michelin Pilot Sport Cup 2 tyres if you upgrade, too, although Super Sports are a no-cost option for more everyday usability.


What tells you that you’ve bought the ultimate M2, though? Those big wheels are a start, along with carbon flourishes on the boot lip, wing mirrors, diffuser, splitter and, of course, the roof. More aggressive exhaust tips complete the exterior package.

On the inside, there are swathes of Alcantara trim and ‘CS’ is stitched into the dashboard. M Sport seats from the M4 CS are fitted, too.

BMW M2 CS: how much?


It’s easy to get confused by BMW’s incrementally increasing badges: Competition, CS, CSL, GTS, and so on. The M2 CS, however, has a genuine motorsport connection. A new club racing series featuring the car kicks off in 2020.

How much will the road car cost? Safe to say, it’s a reasonably expensive set of upgrades, at £75,320 on the road. You do get an awful lot as standard, though. Adaptive LED lights and the Harman/Kardon sound system are included, alongside the upgrades.

This slideshow requires JavaScript.