BimmerLife: We’re used to seeing the previous generation M2 in SRO, but how did the IMSA program in the VP Racing SportsCar Challenge series come about with the new car?
Adam McGregor: The M2 has historically been in the SRO TC America series and we’re going to continue there, but this year we’re also expanding to bring it to IMSA, which was initiated from the IMSA side. They had an idea to expand the M2 into IMSA competition. It was outside the traditional IMSA weekend for us so at first it was sort of different, but we looked into it more and we thought it would be a good outlet to get more cars into the hands of customer teams. It’s good having the car in SRO, but there’s a lot of customers that like IMSA too, so having the car in both series helps us. We’re trying to keep the spec of the car as close as possible in both series so that customer teams can easily move from series to series. Not having to change the spec of the car to go from one series to the next opens it up for customers to use the cars more.

BL: Can you comment at all on how much interest there has been in the car from U.S. teams?
McGregor: At the end of the day, the interest has been high and it’s mostly been from race teams, which is really where we want these cars to go. The M2 gives teams a great opportunity to race a car that has lower running costs, a lot less than GT4. There’s also interest from track day guys, but the priority for car deliveries is for race teams first. Right now (the interview was on December 22nd), we have nine cars being delivered after Christmas. We think three of those cars will end up in IMSA and the rest in SRO. That’s based on what people are telling me, but what people tell me and what actually happens could be different.

BL: Will BMW of North America have support at IMSA events for the car?
McGregor: For IMSA the level of support will depend on how many cars there are, but there will be an engineer at every race to support teams, which is what we’ve always done.

BL: Has there been any pushback on the car since it’s a four-cylinder and the M2 street car is a six-cylinder?
McGregor: There are some people that look at the car and say ‘oh, it’s a four-cylinder and doesn’t have as much horsepower,’ but once you drive it, that can change the narrative. I always go back to the E30 M3, which was a four-cylinder homologation special. The new M2 Racing is also a four-cylinder, so is really going back to our roots almost, with the E30. In terms of speed, the lap times at the Nürburgring last summer were by and large similar to the previous six-cylinder M2, but the big thing is really the running costs. With the previous generation M2, the running costs were almost at the GT4 level. The new car is definitely bringing the running costs down and is attractive to teams that want to control costs more. There’s a lot of the race car that is taken from the M2 street car, and I really think that’s a reflection of how robust the M2 street car is. The race car has a different motor of course, but overall, a lot of what’s in the race car comes from the M2 street car. Another cool thing about this car is that it’s the first race car that we’re producing on the production line.

BL: Does having a four-cylinder in the M2 Racing create any marketing challenges with the six-cylinder M2 street car?
McGregor: There’s some perception that it’s a lesser car, but that’s coming from the more casual street car people, who always want more car and more horsepower. For those guys, it’s been hard to sort of get the message across of what this car is for. We could certainly build a GT4-level M2 but then it would be competing with the M4 GT4, so there’s no point to that (a six-cylinder would also make the M2 Racing ineligible for SRO TC America). The whole point of this car is to fit in the window of another class.

—David Haueter
[Photos courtesy BMW, Gruppe C Photography]

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Krohn first joined BMW M Motorsport in 2014 in the Junior Program. Over the years, he has raced in many different series and in many different cars, including the Z4 GT3, the M6 GT3, the M8 GTE, the M4 GT3 and the M Hybrid V8. Here in the U.S., Krohn drove for BMW M Team RLL in a handful of IMSA seasons, most recently in 2024 in the M Hybrid V8, where he won at Indianapolis with Philipp Eng. In 2020, he won the IMSA Michelin Endurance Cup Championship in the GTLM class with John Edwards in an M8 GTE.

In 2025, Krohn was behind the wheel of M4 GT3 EVOs, competing in the GT World Challenge Europe Endurance Cup as well as the Italian GT Championship. Krohn also won the Nürburgring 24 Hour race in 2025. “It has been a long, successful time at BMW M Motorsport and I am very grateful for all the opportunities it has given me,” said Krohn. “I have competed in over 200 races around the world with great teams and team-mates and have had many successes along the way. All good things come to an end, but new and exciting challenges await me. I would like to thank all the teams; team-mates and all the BMW M Motorsport staff I have had the pleasure of working with over the past twelve years. I will miss you, but we will meet again on the race track in the future.”

Krohn (left) won at Indianapolis in 2024 with Philipp Eng in the M Hybrid V8.

We wish the best of luck to Jesse with whatever the future holds for him.

—David Haueter
[Photos courtesy Gruppe C Photography, BMW]

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Well, it’s now 2026, and that means that Alpina is fully part of BMW. What does that mean, you ask? Well, a few things. The Bovensiepen family—the ones behind Alpina—and the team in Buchloe are still active, but are now working under the family name to create bespoke, modified BMWs. The first one was shown at Villa d’Este, and it’s the Bovensiepen Zagato (pictured below), an M4 convertible-based pillarless coupe with more power and a body from legendary Italian designer Zagato.

This also means BMW has now taken full control of the Alpina name, and some excerpts from its press release give a hint as to what it plans to do with it:

Key elements of the BMW ALPINA brand are its unique balance of maximum performance and superior ride comfort, combined with hallmark driving characteristics. This is complemented by an exclusive portfolio of bespoke options and custom materials along with unmistakeable details.

The new wordmark provides a first indication. It radiates clarity, calm and confidence. Positioned at the centre of the rear, it underlines the standalone character of the new exclusive brand and its independent personality within the BMW Group.

BMW ALPINA vehicles are manufactured according to rigorous standards for materials selection and craftsmanship. They fulfill the most demanding expectations in terms of visuals, acoustics and feel. Moreover, buyers can choose from a remarkable portfolio of bespoke options. These ensure that every BMW ALPINA has its own, unmistakeable character. Each vehicle will be an exclusive object for connoisseurs in pursuit of the extraordinary, without compromises on performance, comfort and individuality.

The new BMW Alpina wordmark.

It’s no longer a trim level, but a brand within the group, one that will seemingly continue to provide the balance of luxury and power Alpina has been known for. However, BMW will also integrate Alpina more deeply into the development process, there is an in-house designer, and it’s likely that models that receive the Alpina treatment will feature deeper changes to powertrain, options, interior, and even styling, than before. The goal appears to be to create a luxury brand above BMW but below Rolls-Royce, sort of like how Mercedes now uses the Maybach brand.

The next X7/iX7 and refreshed 7 Series are most likely the first candidates to get this BMW Alpina treatment. Let’s see what they come up with.

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Works driver Auberlen and BMW Brand Ambassador Samantha Tan will pair up in the #38 M4 GT4 EVO in a partnership between ST Racing and Random Vandals Racing, under the name ST Racing by Random Vandals Racing. Auberlen is the winningest driver in BMW history and Tan has proven to be very competitive in both GT4 and GT3 cars. “I’m incredibly excited to step into the IMSA Michelin Pilot Challenge GS class for the 2026 season,” said Tan. “It’s one of the most competitive GT4 championships in North America, and it feels like the right challenge at this point in my career. Being able to share the car with Bill Auberlen makes this opportunity even more special—he’s a true BMW legend and having the chance to learn from his experience while pushing together at the front is something I’m really looking forward to.”

Auberlen and Tan will be joined in the GS class by the #92 Random Vandals Racing M4 GT4 EVO of Robert Megennis and Nicky Hays. Megennis has prior experience in the series in a BMW with Turner Motorsport, and Hays is the recipient of the 2026-27 IMSA Diverse Driver Development Scholarship. “I have known Rob for a while, so I am really pleased to finally get him in a Vandals car,” said Team Principal Paul Sparta. “We are chuffed to have Nicky as Rob’s teammate. Nicky put in some great drives last year in Lamborghini Super Trofeo, so I can’t wait to see how Rob and Nicky will go in our M4. Fast is my expectation.”

The Random Vandals Racing entries bring more BMW representation into the Michelin Pilot Challenge series in 2026, with the season opener at Daytona on January 23rd. We also expect that Random Vandals Racing will be competing in the SRO GT4 America championship with the M4 GT4 EVO in 2026 as well, in addition to the IMSA program.

—David Haueter
[Photos courtesy Random Vandals Racing]

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In the FIM Superbike World Championship (WorldSBK), factory rider Toprak Ratzgatlioglu won the World Championship for a second consecutive year with a BMW M 1000 RR and the RoKiT BMW Motorrad WorldSBK team.

“Toprak’s successful title defense in WorldSBK will remain unforgettable, with no fewer than 21 wins in 36 races,” said Head of BMW Motorrad Motorsport Sven Blusch. “In the FIM Endurance World Championship, we were also on course for the title in a dramatic finale until just minutes before the finish, before a technical issue prevented this potentially historic success for the BMW Motorrad World Endurance Team. But next year we will have another chance to become world champions in endurance racing as well.”

Toprak Ratzgatlioglu won his second consecutive FIM Superbike World Championship.

BMW Motorrad customer teams had great success around the world with the M 1000 RR, winning 12 titles, including two here in the U.S. Cameron Beaubier won the MotoAmerica Superbike championship with Tytlers Cycle Racing, and Andrew Lee won the MotoAmerica Superstock championship with the Orange Cat Racing team. “The BMW M 1000 RR is one of the best bikes in international racing—and this season once again showed that our customers can rely on it in championships around the globe,” said Uwe Geyer, Head of BMW Motorrad Customer Racing. “We are proud to be able to provide private teams and riders with such a strong package.”

Davey Todd on his way to a win on the streets of Macau.

BMW Motorrad Motorsport was also victorious in some of the most prestigious standalone road races in 2025. Davey Todd and Michael Dunlop finished one-two in the Isle of Mann Tourist Trophy, and Todd also won three of the five races that make up the North West 200, while Dunlop won the other two. Todd also won the Macau Motorcyle Grand Prix, with BMW riders Peter Hickman and Erno Kostamo finishing second and third to make it a BMW podium sweep. “All these successes fill us with great pride,” said Sven Blusch. “They prove that the BMW M 1000 RR is a true winning motorcycle and that our global BMW Motorrad Motorsport family is stronger than ever.”

—David Haueter
[Photos courtesy BMW]

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I sat down with Kenton after the October Indianapolis SRO finale and he had some very insightful comments about GT4 racing and the M4 GT4 EVO, including how it compares to the GT3 EVO. We expect to see Koch back in BMWs in both GT4 and GT3 classes in 2026, though his BMW programs have yet to be announced.

Koch on what makes GT4 racing so close:

The racing is really good in GT4. Some of that just comes from the spec that the cars are built to, with a lack of aero and relatively small tires in comparison to the car. The formula for GT4 is kind of like big Mazda MX-5’s. The M4 GT4 EVO has enough power and enough downforce to make it fun to drive, but the aero is not something the cars are heavily relying on to stay on the track like in GT3. In GT4, you can follow other cars really closely, which allows you as a driver to take more advantage of opportunities, and that’s why the racing is so close.

On the competitiveness of SRO GT4 America

You can go down the list in GT4 America and there’s a lot of good drivers. When you put in that GT4 formula the racing can get really interesting. I’ve always loved GT4. If I had to spend the rest of my life in one category, it would be GT4, just because it’s so much fun and the racing is always super strong. If we had twice the amount of GT3 cars (in GT World Challenge America), you might have similar situations, just because of the amount of traffic that may create more opportunities. With the number of cars we have there now, we get kind of stretched out and it’s not quite as entertaining.

M4 GT4 EVO compared to M4 GT3 EVO

They’re very different. The only thing that’s the same is the steering wheel, and even there the buttons have different functions. The M4 GT4 EVO actually feels nicer to drive than the M4 GT3 EVO. The front end always feels really good in the GT4 car versus the GT3 car. In the M4 GT3 EVO, you’re constantly battling trying to have enough front grip without making the rear feel too loose. It’s really hard to get the setup on the GT3 car in the right window where the front and the rear work in unison together, so you’re always compromised on the setup to manage one axle or the other. In the M4 GT4 EVO, the window is wider, so it’s easier to get the setup right. Going from GT4 qualifying to GT3 qualifying is always the trickiest part of an SRO weekend I would say.

[Photos by David Haueter]

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It’s a completely different story when a company turns 50, and on March 14, 2025, BMW of North America reached that half-century milestone. As an employee, it is an honor to help a company celebrate one of its big anniversaries (25, 50, 75, 100 years old, etc.). I’ve been lucky enough to have been around for BMW NA’s 25th birthday (and still have the engraved Fossil watch to prove it). I led the planning and execution of the 100th anniversary of BMW during Monterey Car Week 2016, and now I’m part of the planning-and-execution team for the 50th anniversary of BMW NA (no Fossil watch this time).

In my role as head of BMW Group Classic USA, I have been working closely with BMW expert and historian Jackie Jouret on a project that we call 50 Stories for 50 Years. The Story of BMW of North America. I hope you have seen these stories. Frankly, this has been a labor of love for both Jackie and me; each week throughout 2025, we publish a chapter both internally to BMW NA associates and to the public. You can find all the stories published here.

Earlier this year, we competed in the 2025 running of the 12 Hours of Sebring. If you are not a race fan (I can’t imagine a BMW CCA member who isn’t), you may be wondering why Sebring is such a big deal for us. Allow me to explain. While BMW AG was negotiating with Max Hoffman to hand over the business in the U.S., the precursor to BMW NA was established in New York to prepare for the day when the BMW subsidiary would take over the importation, parts, and service for BMW automobiles. During this time, a Madison Avenue ad agency was hired to help promote and develop the BMW brand in the U.S. That agency, Ammirati and Puris, coined the tag line “The Ultimate Driving Machine” that has served BMW perfectly for 50 years.

Prior to March 15, 1975, while Hoffman Motor Corporation was still the official U.S. importer, BMW NA was not allowed to advertise. However, participation in motorsports was not part of the agreement with Hoffman; as a result, BMW Motorsport personnel were dispatched with two BMW 3.0CSLs to compete in IMSA endurance racing.

The team’s first race was the 24 Hours of Daytona in January. By the time the team arrived in Sebring for the second round, the termination contract with Hoffman had been so recently signed, sealed, and delivered that when the #25 BMW 3.0CSL driven by Brian Redman and Allan Moffat took the victory at the 12 Hours of Sebring, BMW of North America was only six days old.

Here we are 50 years later, and this year the 12 Hours of Sebring took place exactly on the birthday of BMW of North America. In celebration, our great friend, racer, enthusiast, and BMW M design chief Michael Scully and his team developed a fantastic new livery for the BMW M Hybrid V8 GTP race cars. We had OG BMW M boss Jochen Neerpasch, driver Brian Redman, and the 3.0CSL on-site to tie it all together and cheer on the current team.

Alas, it was not to be. After the race began with such great promise, it ended in bitter disappointment for the entire team.

BMW has only achieved overall victories twice at Sebring in the past 50 years, in 1975 with the CSL and in 1999 with the mighty V12 LMR (both pictured at top during the Monterey Motorsports Reunion). It would have been great to add 2025 with the BMW M Hybrid V8 to that list, but that’s racing.

Nevertheless, the GTP livery will stay on both cars for the remainder of the season. It is full of easter eggs that I’m sure you will all discover over time. Here is a short design description by Michael Scully: “Our 2025 GTP livery is a timeline-based homage to 50 years of BMW of North America. Starting with BMW North America’s March 15, 1975, inception, we’ve profiled some of our most formative continental milestones in chronological order, beginning at the front of the car and moving through time toward the rear.

“March of 1975 is also when BMW won the 12 hours of Sebring for the first time with the BMW 3.0CSL, and we commemorate that important first market impression by combining the Sebring track map with the M colors, which traverse the entire front half of the car. Other notable race victories and important BMW M-specific North American moments are profiled throughout, with sequential text callouts.

“In side view, the timeline aspect is also stylistic, with the iconic M stripes starting low and parallel at the front in the original M colors of light blue, purple, and red, then evolving to light blue, dark blue, and red in the mid-1990s, and finally breaking into more fractal bold shapes toward the rear.

“Additionally, coinciding with the GTP car’s electrified BMW M hybrid powertrain, the color purple reemerges in the livery, together with blue, as a signifier of the natural colors of electricity—thereby completing BMW M’s journey in North America: from purple and back in the Ultimate Driving Machine!”

I couldn’t have said it better myself.

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There was shockingly little fanfare for the end of the M8, though there were signs. BMW USA never listed a 2026 model year M8 on its website, and the M8 coupe was removed entirely. Also, when the M850i Edition M Heritage was released, it was curious that this special edition, which would mark the end of the 8 Series, wasn’t based on the highest performance version of the car. Now we know why.

BMW started production of the M850i Edition M Heritage in November, with 500 examples set to be built before 8 Series production comes to an end, now confirmed for April.

A shame to see it all end, to be honest. The 8 carried on that coupe tradition of the 6 Series, a sleek sharknosed thing that was an elegant cruiser, brutally quick in M trim, and a success on track in endurance racing competition. While the 8 Series will kind of live on in the Skytop and Speedtop, those two limited-production, special-edition models carry a price tag higher than $500,000. Not that the 8 Series was an affordable economy car, but that is a level beyond.

BMW hasn’t announced a replacement for the 8 Series and, as far as I know, no prototypes have been seen testing, but it wouldn’t be shocking if a model that filled this nice returned in the not-to-distant future. BMW’s GT coupe history is varied and long, and an undeniable piece of the fabric that formed the company. These cars are some of its most recognizable calling cards. Here’s to hoping we don’t need to wait too long for it to return.

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Team WRT has two entries in the ALMS, with the #69 M4 GT3 EVO driven by Dan Harper, Parker Thompson and Anthony McIntosh, and the #28 driven by Augusto Farfus, Fabian Duffieux and Mathieu Detry. For Harper, Thompson and McIntosh, the ALMS is a warm-up for the FIA WEC championship, where the trio will drive together for WRT in the LMGT3 class for the full season.

Both BMWs performed fairly well in qualifying for the pair of four-hour races that comprised the Malaysia race weekend. For race one, the M4 GT3 EVOs qualified fourth (#28) and fifth (#69). For race two, the #69 once again qualified in fourth, but the #28 ended up down in 11th.

One big challenge all the teams had in Malaysia was the changing weather. “With tropical weather, conditions have been wildly unstable,” said Farfus after the second practice session. “Free practice one was hot, and we managed to put together a solid session, but free practice two was hit by rain, making everything more complicated.”

Anthony McIntosh (left), Parker Thompson (middle) and Dan Harper celebrate their second place finish in race two.

Rain continued to be a factor in both races. Race one was mostly dry but had a brief rain shower, but neither of the BMWs had a good result, with the #69 ending up in twelfth and the #28 in seventeenth. The #69 car had some issues with a lack of power during race one, so decided to change the engine oversight for the second race on Sunday.

The engine change in the #69 proved to be a good call, as Harper, Thompson and McIntosh put in a strong race to move up into second and were closing on the leader toward the end. Unfortunately, the race was called to a premature end when heavy rain fell on the circuit with thirteen minutes left in the race. The #69 finished second, while the #28 ended up in eleventh. “P2 in the final race of 2025!,” said Harper on social media. “Another very tricky race with the changing conditions, but the WRT boys stayed cool and made the perfect strategy calls.”

The third and fourth rounds of the ALMS will take place at the Dubai Autodrome Circuit on January 31–February 1.

—David Haueter
[Photos courtesy WRT]

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In IMSA, the teams will remain the same. Paul Miller Racing will compete in GTD Pro, but with a single car, the #1 M4 GT3 EVO. Neil Verhagen and Connor De Phillippi will co-drive for the full season, with Max Hesse joining for the longer endurance races and Dan Harper joining as a fourth driver for the Rolex 24 at Daytona.

Turner Motorsport will return to the IMSA GTD class with Robby Foley and Patrick Gallagher in for the full season.

Verhagen was with Paul Miller Racing for the full 2025 season, and De Phillippi moves from being third driver for the endurance races to a full season in 2025. Madison Snow will not be with Paul Miller Racing in 2026. Snow was part of the team nearly continuously since 2016. He won two championships with them, including the 2023 GTD championship with BMW. Snow will be driving an Aston Martin at Daytona, though his full season plans are not yet announced.

Turner Motorsport also returns to IMSA in the GTD class, with Robby Foley and Patrick Gallagher once again taking on the full season in the #96 M4 GT3 EVO. Francis Selldorff will replace Jake Walker as third driver for endurance races. Walker, who also drove for Turner in the VP Racing SportsCar Challenge championship in 2025, will be driving a Ford Mustang GT3 in IMSA in 2026. Selldorff drove for Turner in the Michelin Pilot Challenge series in an M4 GT4 EVO in 2025, and 2026 will be his first in a GT3 car. Works driver Jens Klingmann will join the #96 as a fourth driver at Daytona. Turner Motorsport will not be returning to the VP Racing SportsCar Challenge series in 2026.

Team WRT will contest the FIA WEC LMGT3 class with two cars, including one for Darren Leung, Augusto Farfus and Sean Gelael, who drove together in 2024.

In FIA WEC, Team WRT will once again field a pair of M4 GT3 EVOs in the LMGT3 class. The #69 car will be anchored by works driver Dan Harper, who drove for Paul Miller Racing in IMSA last year. He will be joined by Parker Thompson (who has driven for Lexus in IMSA the last two years) and Anthony McIntosh. The #32 M4 GT3 EVO will be driven by Augusto Farfus, Sean Gelael and Darren Leung, a trio that drove together for WRT in 2024 and had two podium finishes. A notable change to the FIA WEC program for 2026 is that Valentino Rossi will no longer be competing in the series, though we do expect that he’ll be driving for BMW in the GT World Challenge Europe championship.

The IMSA season opens with the Rolex 24 at Daytona on the weekend of January 23rd-25th. The FIA WEC season opens at Qatar on the weekend of March 26th-28th.

—David Haueter
[Photos courtesy LAT Images, BMW]

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