Now in its fourth generation, the 2025 X3 is all-new, with updated engines and a more modern interior than its predecessor. The biggest for the 2025 X3 is the exterior design, which takes a lot of design cues from the all-electric iX. BMW describes the design as “almost monolithic.” The front-end is the most obvious change, but thankfully the X3 grille is a lot less awkward looking than the one on the iX. As expected, the new model is longer (by 1.3 inches) and wider (by 1.1 inches) than the previous X3, but it’s also lower (by one inch). At 4,535 lbs, it also weighs more.

The new X3 M50 xDrive looks great in Vegas Red Metallic. Photo: David Haueter

The updated twin-turbocharged inline-six-cylinder engine under the hood of the new X3 M50 xDrive is fantastic. It now features the 48V hybrid system, which consists of a crankshaft-mounted starter generator that delivers more responsiveness and quells turbo lag. Power output on the X3 M50 xDrive is up to 393hp and 428 lb-ft of torque, and 60mph comes in 4.4 seconds if you use all of it. That’s only around a half-second behind the 503 hp X4 M Competition Package., which brings up another change in direction with this model.

You’ll notice that the X3 M50 xDrive has dual exhaust pipes that are very reminiscent of the shape of full-on M models, like the previous X3 M. This is intentional, as BMW says in the press release that it’s “a nod to the position of the new X3 M50 xDrive.” That makes it sound like there will be no X3 M model coming with this generation, which makes sense considering the performance level that the X3 M50 xDrive has reached. That said, we can’t rule out a full M version in the future.

Quad exhaust with round tips is a nod to M models. Photo: David Haueter

Adding to the M-ness of the X3 M50 xDrive are the Adaptive M Sport suspension, M Sport brakes, an M Sport differential on the rear axle and 20-inch wheels, all of which come standard on this model. If you look closely, you’ll also notice the kidney grill has horizontal bars, which is traditionally a design element of the full M versions. You can also get the X3 M50 xDrive with either all-season or performance tires, and our test model was equipped with Goodyear Eagle F1 rubber.

Other notable updates to the X3 M50 xDrive that enhance performance are increased body rigidity, a wider rear track, and modifications to the double-joint spring strut front axle and five-link rear axle that BMW says increases precision when turning into corners. A 19 percent increase in the caster offset of the steering axles is also said to improve straight-line stability.

The new X3 cockpit is minimalistic and modern but is easy to adapt to and has a lot of practical touches. Photo: David Haueter

Settling into the driver’s seat, the minimalistic interior of the new X3 becomes obvious; there are few buttons and the big screen across the dash dominates everything and houses nearly every function. The good thing is that everything is very intuitive and easy to adapt to, though it may take time and practice to remember where everything is in the iDrive menu. Once you do figure it out, you can customize the main screen to make the features you use most often easier to access.

There’s a lot of practicality built into the interior, and some thoughful touches. I really like the panoramic moonroof and there’s a lot of storage options in the doors and center console. There’s also a decent amount of storage in the rear with the back seats down. I was able to fit my mountain bike without taking the front wheel off, which was definitely a surprise, and with the back seats up there’s good leg and head room for passengers. And the front seats are supportive and comfortable. It’s a nice place to spend some time.

The twin-turbocharged 3-liter inline-six makes 393hp in the X3 M50 and is one of the best engines in the world right now. Photo: David Haueter

The X3 M50 xDrive is quiet, fast and comfortable on the highway, and the ride quality in Comfort mode seems to be more compliant than in previous models. Being comfortable on the highway is expected in an SUV, but the new X3 really impresses on a back road. Over the generations, the X3 has always been competent, but the new M50 xDrive raises that ability to another level.

Perhaps it’s the wider track or the improved suspension kinematics, but this new X3 is nimble and fun to drive. It feels very precise and planted with a lot of grip when you turn into corners and body control is fantastic for being as heavy as it is. It really drives more like a sports sedan than an SUV. The engine and transmission work in perfect harmony and the brakes felt strong. That said, like most BMWs the brakes are a bit overboosted, but you quickly get used to how much pressure you should apply in different situations.

My week with the X3 M50 xDrive was cut short by a non-repairable flat tire, but to fill the week out BMW loaned me an X3 30 xDrive. That made for an interesting comparison.

The new X3 30 xDrive has a lot less horsepower than the M50 model but is still fun to drive and more economical. Dune Grey Metallic is a new paint color. Photo: David Haueter

The X3 30 xDrive is powered by the two-liter turbocharged four-cylinder that’s in other models like the 330i and 530i and makes 255hp compared to the M50’s 393hp. It’s not as exciting to have a four-cylinder under the hood, but the X3 30 is plenty quick for a daily driver SUV and pulls strongly after some initial turbo lag, getting to 60mph in a very respectable six seconds. It’s also more efficient with fuel economy (33mpg on the highway) and is still fun to drive on back roads, though you can’t power out of corner exits like you can with the M50. In terms of design, I’m not a fan of the grille of the X3 30 xDrive with its mix of diagonal and vertical bars, but if you order it with the M Sport package ($2,200), the grill is blacked out. You can also order the X3 30 xDrive with Dynamic Damper Control ($550) and get it with performance tires. The base price is $50,900, a pretty substantial savings compared to the X3 M50 xDrive’s $65,900 cost of entry.

Still, I would pick the X3 M50 xDrive as the best all-around SUV in the BMW lineup. It has a great blend of performance and practicality and blurs the lines between sports sedan and SUV. It’s the model to get if you really want an M3 but need something more practical with usable space, and it has what is probably the best six-cylinder engine in the world under its hood. But if you’re just looking for a fun to drive SUV that’s not necessarily going to be driven like a sports car, the X3 30 xDrive is also a great choice. BMW did a really nice job with both of these new SUVs.

The post The 2025 BMW X3 M50 Is the Pick of the Litter appeared first on BimmerLife.

I recently spent a week with a 2025 Gran Coupe, ironically right around the same time BMW stopped building them. I wish it was sticking around.

There’s No Better Way To Cover Miles

Photo: Travis Okulski

The M8 GC is a simply phenomenal grand tourer. I’ve driven a few of these now on longer trips, and there aren’t many cars that have the ability to sit comfortably and quietly at 80 mph for hours, but then take a quick back road detour and become engaging and fun, a serious sports car.

Before this most recent time with a GC, I drove one from Los Angeles to Monterey in 2024 for Monterey Car Week. Most of that time was spent on the 101, a six-hour straight-shot up the coast (normally I’d take a detour onto 33 or spend most of the drive on the Pacific Coast Highway, but I had to be in Monterey at a certain time and the PCH was close from rock slides).

The M8 made record time, the only weak link was me, since I had to stop for food. It didn’t drink too much fuel, it wasn’t overly harsh or loud, it just did its job, and perfectly. And it really doesn’t hurt that the M8 has 617 hp from its 4.4-liter twin-turbo V-8, enough to cover any gap in traffic.

That Engine

Photo: Travis Okulski

Speaking of the engine, that thing is a masterpiece. Sure, it’s in multiple products—from the X5 M to the current M5, now hybridized, of course—but that doesn’t make it any less special here. I’m not sure I can emphasize enough just how fast this thing is. It really doesn’t need more power, 617 hp and 553 lb-ft of torque is a ton, and the way the M8 pulls without really a hint of turbolag is hugely impressive.

It sounds great on startup, an excellent burble, yet it’s refined and quiet around town. At speed, I know some of the noise is synthetic, but I don’t care that much, it sounds great.

But really, this is one of the all-time great turbocharged engines. The immediacy of the response, the tractable power, the outrageous acceleration, all of it adds up to be the secret sauce of this special car.

It’s Delightfully Uncomplicated, Somehow

Photo: Travis Okulski

Now, I’m not going to claim this is a simple car. The M8 has multi-mode four-wheel drive, about 85 settings for shift speed, chassis, traction, and more, and a number of drive modes and safety settings, yet compared to the new M5, it seems like it’s from a different era.

I know the trope is that the last BMW is always better than the new BMW, and when that last BMW was new, it was worse than the car that came before it, but that’s not what I’m claiming here. The M8 and the F90 M5 were basically the same car with different bodies. The G90 M5 is totally different, a fully hybridized car where tech takes center stage. In that context, the M8 feels old school.

It’s lighter and has an interior with buttons and dials. You don’t have to work the climate control or shift speeds through iDrive. It actually might be nearly as complex in terms of setup and modes, but the ways to access them are simpler in the M8, and I appreciate that.

It’s Sad To See It Go

Photo: Travis Okulski

It’s definitely sad to see the M8 leave. BMW’s bigger coupes have been a calling card of the company for nearly its entire history. From the CS to the 6 and 8 Series, then the more modern versions in the early Aughts, these cars have been part of the brand’s fabric like the 3 Series.

Now, there won’t be one anymore. And yes, I understand that I’m lamenting the loss of a coupe after driving the four-door version, but it still rings true. It’ll also be sad to lose the Gran Coupe, which took the 5 Series and made it sleeker, lower, and more elegant. I’ve always loved the way these cars look, the extra length of the four-door really accentuating the cut roofline and near liftback proportions.

Photo: Travis Okulski

Here’s to hoping BMW brings back a new full-size coupe soon, even if it adopts the complicated underpinnings of the M5.

The post Four Quick Things You Learn After Driving the M8 Competition Gran Coupe appeared first on BimmerLife.

When I spoke to him about writing that story, we discussed design at length. Never one to hold back, Lutz had this to say when asked what he thought of modern BMW design.

I think BMW, right now, has a serious design problem. I think some of the front ends are atrocious. Too prominent, that steam punk look to some of the front ends that look like big octagonal cast iron plates riveted to the car. It’s atrocious. I mean, the proportions are wrong, the lines are wrong, the detailing is wrong. I think some of them are just beyond ugly, and frankly, are being bought because people expect a premium automobile, and they say, Well, okay, I kind of hate the front end. I kind of hate the lights, and I kind of hate the grille, and I kind of hate the overall proportions, but it is a BMW. Somebody told me Chinese buyers like that stuff. I find that hard to believe.

Lutz doesn’t mince words and always says what he thinks. Of course, we all have opinions on design, and BMW has offered a number of polarizing designs recently, with the 7 Series and X7 definitely being high up on that list. The designs are, in my view, avant garde and at least don’t look like anything on the road. Now, I wouldn’t call them beautiful, but at least they look different than most things on the road.

That’s the thing, right? As crossovers and other vehicles become more prevalent, all of them taking up the same footprint and space, and as regulations choke creativity, automakers have to do something different. BMW has chosen its direction, and agree or disagree with it, at least its bold and different. Does that mean it’s the right choice? I’m not sure. What matters is what it looks like in a decade, how it aged. Many of the cars from the Bangle-era were controversial, but looking at them now, they’ve age gracefully.

That all said, the upcoming iX3 is elegant, and I expect that the neue klasse 3 Series will also be a handsome thing that looks futuristic but hearkens back to a totally different era.

What do you think? Do you agree or disagree with Lutz? Let us know in the comments below.

The post Here’s What Bob Lutz Thinks of Modern BMW Design appeared first on BimmerLife.

Rarely, something more significant comes along. For BMW, the new iX3 is its most significant car in a very long time. This is the first realization of the long-teased, long-hyped Neue Klasse platform. Well, the neue Neue Klasse, anyway, a name not applied to a new BMW platform since the early Sixties. BMW has literally been telling the world for years that this car is a massive step forward for the brand. After wheeling one around the stunning scenery in Málaga, Spain, I’m inclined to agree.

Photo: BMW

Pack Attack

While most of BMW’s previous EV efforts have rolled atop some variation of the company’s Cluster Architecture platforms, which do double-duty for internal combustion and electrification, the iX3 is the first of this new generation of EV-centric BMWs.

That means a massive change to the fundamental chassis design, wholly built around a 108.7-kilowatt-hour battery pack. That net capacity is similar to what was seen on the iX and i7, but it uses a new cylindrical cell design and chemistry to deliver far more capacity in a smaller size.

The iX3 uses a cell-to-pack architecture, a change from the former modular designs used in BMW’s EVs. All EV batteries are made up of hundreds or thousands of individual cells, often grouped together into replaceable modules. Those modules are then brought together to form the battery pack itself.

This battery design does away with the modules, effectively gluing all 188 cells together to form one big battery. The absence of those removable modules does eliminate repairability, but in exchange, you get lighter weight, greater energy density, and lower cost. It’s a trade-off that many EV manufacturers opt for in pursuit of EVs with higher ranges and lower prices.

That new pack pairs with revised designs for the other key EV components, like motors and inverters. The iX3 has two motors, a synchronous electrically excited unit at the back and a simpler, asynchronous motor up front. Since neither relies on permanent magnets, reliance on rare-earth metals is reduced. The iX3 can also coast—or sail—without regen, though a one-pedal mode is available. Combined power output is 463 horsepower and 476 pound-feet of torque sent to all four wheels.

Current runs through new, far more efficient silicon-carbide inverters, helping this thing do somewhere around 400 miles on a charge. That’s a significant boost from the (admittedly larger) iX’s 364 miles, from a larger, 113.4-kWh battery. The iX3’s new architecture also delivers a higher maximum charging rate of 400 kW, current that comes in through BMW’s first use of a NACS port, the plug popularized by Tesla and used by that company’s Supercharger network. Find yourself a charger with enough juice, and you can pick up an 80 percent charge in 21 minutes.

I covered nearly 100 miles behind the wheel of an iX3. They were not easy miles. I climbed up and over mountains as I crisscrossed my way through the stunning Sierra Crestellina National Park in southern Spain, doing so with the A/C on and with plenty of time in Sport mode. I did all that on 30 percent of a full charge, for an average consumption just short of three miles per kWh and a theoretical maximum range of about 325 miles. That means you can get big miles even driving like a hoon, and I’d expect BMW’s 400-mile estimate in more moderate driving to be perfectly achievable.

And driving like a hoon is something you’ll actually want to do. While the base X3 can be underwhelming dynamically, the iX3 is surprisingly rewarding. The car I drove had the M Sport package, but that only comes with up-sized 21-inch wheels; otherwise, the tune is exactly the same as any other iX3. All flavors of BMW’s new compact SUV roll on the same suspension setup, which is neither adaptive nor adjustable.

It simply is what it is, and what it is is very good. The engineers who tuned the iX3 told me how they were able to optimize the SUV’s suspension setup to take advantage of generous damping and suspension travel. The result is a surprisingly different experience. Over uneven roads, you can really feel the iX3’s suspension moving a lot, and by extension, the body can move a fair bit, but it never feels out of control. The damping is plush but predictable, leaving the car absorbing bigger bumps without fuss, then settling quickly so you can dive into the next corner.

There’s a fair bit of roll too, but steer eagerly and you can work through quick sequences of corners without feeling like you’re constantly waiting for the suspension to settle. And, thanks to a refined steering setup, you can really feel the car react.

Steering Feel

In Personal mode, the iX3’s steering is ridiculously light and near-absent of feedback. It makes parallel parking with one finger a breeze. Drop over to Sport mode and things firm up predictably, but more importantly, you also get a big boost in feedback. In that mode, I could really feel the asphalt imperfections and, more importantly, when the front tires were giving up their grip.

The fronts always gave up first when I was entering corners too hard, a balance that maybe isn’t the most engaging, but does make for the kind of safe, predictable behavior that you want from a practical crossover SUV.

On corner exit, getting back to power, the behavior of the iX3 changed dramatically depending on the mode. In Personal mode, if I stomped on the accelerator too hard, the car just continued to understeer. However, when I got too aggressive on the throttle in Sport mode, it was actually the rear that kicked out first.

Photo: BMW

This isn’t thanks to a fancy, variable locking center differential like in the M5 or anything like that, because the iX3 has no center differential at all. The dual-motor configuration means that the SUV can dynamically change the power-output curve of each motor independently, varying its front/rear power bias with infinite precision. It really makes for a machine that feels substantially different as you dial from mode to mode, even if the suspension tune stays exactly the same.

BMW’s enhanced control over those motors extends to other areas of the drive, most impressively in the regenerative braking. This is the first BMW EV that can come to a complete stop relying only on the braking force of those electric motors. That may sound like a minor point, but in practice it creates an experience unlike any EV I’ve ever driven, and I’ve been lucky to drive damn-near every EV that’s ever hit the roads in the U.S.

The Joy of Stopping

On an earlier drive of the iX3 prototype, on a closed course, Dr. Falk Schubert, the ADAS engineer for the iX3, asked me to close my eyes. He then brought the car to a complete stop and asked me to tell him when I knew it had stopped moving. Amazingly, I couldn’t tell. The car’s final deceleration was so smooth it was absolutely imperceptible.

Again, that sounds like a minor thing, but in practice, driving in traffic or zipping from stop sign to stop sign, it makes a substantial difference, especially for your passengers. Going back to any other car after driving the iX3 feels harsh and crude, much like going back to internal combustion feels harsh and crude after living with an EV for a while.

Photo: BMW

The in-cabin software experience is a similar step forward. BMW tragically does away with the rotary iDrive controller in the iX3, but in exchange, you get a much smarter, much snappier voice assistant. The revised BMW Operating System X interface on the angled, 17.9-inch touchscreen is improved, but will be familiar to anyone who’s left any fingerprints in a BMW lately.

The Panoramic Vision system, though, is like nothing else on the road. Think of it as a head-up display that spans the entire width of the windshield. The left-most portion acts as a gauge cluster, while the rest of it is fully customizable, showing anything you like from navigation prompts to weather forecasts.

It looks a bit overwhelming, but I quickly found myself getting used to and appreciating having all that information available at a quick glance. It’s a big step forward in automotive user interfaces.

That’s a good way to summarize the iX3, a new SUV that makes everything else in its segment feel like a step backward. From the finely tuned suspension to the radical new user interface and the substantial range, it’s all genuinely impressive. It’s every bit as significant as BMW promised it would be, and truly a big step forward for the brand’s EV future.

The post 2027 BMW iX3 50: First Drive appeared first on BimmerLife.

Our theme for the next issue of BimmerLife Magazine is heroes, so we’ll be celebrating BMW cars, events, and people that deserve that moniker for one reason or another. Some of them are people we know personally or cars we’re lucky enough to own. Others are people long gone or heavily involved with BMW that we don’t get the chance to meet or cars that space, time, or wallet size won’t let us pursue.

My hero is the E46 M3 GTR, the V-8 powered monster that dominated U.S. racing so thoroughly in 2001 that it was immediately banned. I was lucky enough to get a chance to drive that car in 2018, and it lived up to every expectation I had, and then some. It shot flames, it sounded amazing, and it was a sweetheart. I think about that day often, it’s my Roman Empire.

As part of this upcoming issue, I want to feature similar stories from you about your BMW heroes. It can be someone well-known, like Bill Auberlen, or a relative unknown, like your local mechanic. It can be a car you own or one you wish you could. It could be a time you met your hero and they or it lived up to every expectation. Or it could be a hero you’re too scared to meet because that might ruin your blind worship.

No matter what it is, I want to hear about it. Send me an email with your member number, a short blurb on your hero and, if you can, a photo we have the rights to run (that’s complicated and I’m happy to explain in more depth). Anything submitted will be considered for publication in that issue. I’m looking forward to hearing your stories.

The post We Want To Know Your BMW Heroes appeared first on BimmerLife.

Right now, my daily is a 2023 Honda Civic Type R, a truly fantastic car. I bought it three years ago, immediately after driving one at Road & Track‘s Performance Car of the Year test. My only car at the time was a Miata but we just had our first kid, so my excuse to my wife was that I needed a family car. The excuse worked. I went to the local Honda dealer and asked if they had one coming that wasn’t sold yet. Somehow, they did. It was blue. I told them I wanted a white one, and asked if I could wait. The wait? “We might get one in a year, or never.”

I bought the blue one.

That car has served me well, but life has also changed a lot. I have two kids now, work exclusively from home, and have less time to go on a drive than ever before. And when we go somewhere as a family, we take my wife’s car. That means the Type R spends a lot of time in the garage. Too much time. And here’s the thing, it’s a brilliant car, truly. Easily the best front-wheel-drive car I’ve ever been in. It’s reliable, has great seats, an amazing gearbox, handles well, and it’s actually fast. I love it. But it’s also not quite special enough to be a car I drive occasionally and it’s a waste to use it solely for school drop-off and errands. It should be on track or at the autocross, it should be pounding around back roads. Not only driving to CVS.

That’s why I’m heavily considering selling it, and soon. And that makes my brain go in two different directions for its replacement.

I could get a car that’s a little wilder to make those times I do drive feel like an occasion. Or I can get something a bit more normal that can handle the daily stuff easily. The main criteria is that I want an interesting BMW and I need something with backseats and more modern safety equipment for the kiddos. This would be my only car. Here’s the current list I’m considering.

E91 328i

Before I bought my (now sold) 2003 330i ZHP, an E91 was the top of my list. They’re relatively rare, which makes them interesting, relatively reliable, practical, and E90-chassis cars are fun to drive. They tick all the boxes for me. This is currently where I’m leaning.

The problem is the rarity, especially considering I’m only really interested in a rear-wheel-drive one with a manual gearbox and sport seats, and I’m not interested in certain colors (red or gold exterior or a white interior). Ideally, it’d be an LCI model, too. I know, I’m looking for a subset of a subset of a subset. Still, I’ve found a couple nice ones in the brief time I’ve been casually looking, so they’re out there.

i3/i3S REX

I’ve always thought the i3 was impossibly cool, a little moonshot that was ahead of its time and under-appreciated in period. I love the way they look and drive, and the way it would fit my criteria. An i3 would be inexpensive to run, practical, it’s interesting, and well-suited for the majority of my weekly driving.

There are problems, of course. I worry I’d get bored of it when the novelty wears off. I worry that, even with the REX, the occasional longer trip would be an exercise in annoyance. And I’d need to find one in a very specific spec: 2019–2021 model year with range extender, technology package so I get fast charging and the big screen, HK stereo, not black or red, and, while not a deal breaker, I’d prefer an S. In my couple of weeks of casual searching, I found one that fit the bill, and it sold pretty much immediately after I saw it.

E90 M3

I’m not going to lie, this is what I really want. I’ve loved the E90 M3 since it debuted, I find everything about it so cool. I want to put one in my garage, and badly. It’d handle school drop-off but also feel special on a quick backroad blast. It’d be fast on the highway and interesting around town. It fits every need I’ve mentioned.

But there are practical considerations. This would surely be the most risky and expensive car to run. Any M3 that I’d consider would need the big jobs done (rod bearings, throttle actuators, etc) and meticulous maintenance records. I’m really only interested in an LCI model, and I won’t consider a red one or one with a Dove interior. I’m less interested in an E92 or 93, but could be persuaded. Oh, and I vastly prefer a manual, though I would consider a DCT. If I had unlimited money, the car would be a low-mile 2011 slicktop Comp manual, single hump, in black, white, blue, or silver over Fox red.

I don’t have unlimited money.

I’m also considering a few other models a bit less seriously. The E34 or E39 M5 fit my needs, as does an E36 M3 sedan, but I’m not sure I want something more than 20 years old. An E60 M5 or E63 M6? Sure, but also I don’t want to go broke. And I’d need it to be a manual, which is impossible. I love E38s, but I simply can’t fit one in my garage. I don’t hate the idea of an X5, but I also don’t love it. I’m not against an E46 M3, but I already owned an E46 so not sure I want another one, at least right now. I’d love a Z4 M Coupe, but I’m not sure I can convince myself that I can have a two-seat car right now.

For any of these, I’m putting the top of my budget at $25,000. I care less about mileage than I do about extensive maintenance records. I’m not against a lightly modified car, but would prefer to be as close to stock as possible. And while I’m in N.J., I’m willing to travel for the right car.

So, now, I’m putting this out to you, the BimmerLife readers. What do you think of these choices? Have another idea I might not be thinking about? Seen one that I should consider? Have one of the above that fits my criteria–criteria that evolves daily, to be fair–you might want to sell? Leave a comment below or email me. I’d love to hear from you.

The post Help Me Pick My Next BMW appeared first on BimmerLife.

Buy Your 2025 Classic Raffle Tickets

After a spirited road trip from Texas to Virginia, shared by James Clay of BimmerWorld and BMW CCA President Jeff Caldwell, the M3 arrived at the BimmerWorld shop for a refresh. Its mission: to embody the essence of a true driver’s car… authentic, analog, and ready for its next chapter with one very lucky new owner.

Comprehensive Refresh

BimmerWorld’s technicians performed an exhaustive restoration process touching nearly every mechanical system. Close to 100 individual components were replaced, refinished, or inspected, representing over $20,000 in combined parts and labor. This was a methodical refresh to bring the M3 as close as possible to its factory feel.

View the Full Parts List on BimmerWorld

Expert Installation

Every nut, bolt, and gasket was handled by the same BimmerWorld team trusted by professional BMW race programs. More than 70 hours of labor went into the project, from suspension geometry checks to brake system bleeding and cooling-system calibration. Their hands-on approach ensured that every adjustment met BMW’s precise engineering standards.

Factory Feel, Modern Confidence

New Continental tires, including the spare, anchor the car to the road, restoring grip and composure while maintaining OEM-correct sizing and ride quality. This ride comes with the TA-5 wheels AND the six refinished OEM wheels. The cooling system was rebuilt with fresh hoses, thermostats, and fluid, ensuring consistent temperature control even under spirited use. The clutch hydraulics, transmission mounts, and brake lines were likewise restored for smooth, dependable performance.

Built for the Drive

This isn’t a performance build meant to chase lap times; it’s a faithful rejuvenation of an already well-engineered sports sedan. With refreshed mechanicals, renewed confidence, and that unmistakable inline-six soundtrack, this M3 once again feels ready for long drives, weekend backroads, and every moment in between.

Buy Your 2025 Classic Raffle Tickets

Every bolt now carries a trace of BimmerWorld’s craftsmanship. A reflection of both their race-bred precision and their respect for the marque’s heritage. This M3 stands as a tribute to BMW’s analog era, a car built to be driven and preserved through skill, not sentimentality.

Ready to explore the details?

Buy Your 2025 Classic Raffle Tickets

View the Full Parts List on BimmerWorld

Watch Part 1 of the BimmerWorld YouTube series on the M3 Refresh

Watch Part 2 of the BimmerWorld YouTube series on the M3 Refresh

The post Crafted with Care: The Expert Refresh of Our 1998 BMW M3 by BimmerWorld appeared first on BimmerLife.

Street Survival is an initiative of the BMW CCA Foundation and Tire Rack. It provides expanded training meant to make the next generation of drivers confident behind the wheel in all situations. Classes occur around the country, all year long. Check out the schedule here. Nothing local and interested in requesting a class? Click here. 

So why is braking so important? For most new drivers, a car is far different from anything they’ve ever operated. It’s heavier, faster, and more dangerous. All three of those aspects contribute to the possibility of an accident.

“We do a lot of braking exercises because the majority of first incidents that students have, involve rear ending someone or something,” says Bill Wade, Street Survival’s program director. “They often don’t understand how hard they have to brake to stop the vehicle, and that speed and weight matters.”

That’s an especially important factor now, with cars getting heavier and faster than ever. While braking technology has only gotten better over time, weight is a real consideration. A 5000 lb family SUV hitting a car in front at 20 mph could have dire consequences.

Street Survival does their courses in large open areas, essentially a safety-focused autocross. That allows drivers to learn their cars safely and perform exercises, like a threshold brake. This is when the driver accelerates to about 40 mph and then stands on the brakes. This will show what the car is capable of in an emergency situation but also gives an added benefit, a chance to experience the cars anti-lock brakes.

“Most have never felt ABS engage,” says Wade. “When they experience that for the first time, they often think something is wrong and can take their foot off the brake pedal. We try to teach them to not give up on steering even when at threshold braking. We say ABS can also stand for Ability to Brake and Steer.”

Now, when I learned to drive on the road, I didn’t have the instructor in the Toyota Matrix teaching me about threshold braking and the nuances of ABS. I went to Street Survival for that. And I’m thankful I did.

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About a month or two after I started, I was working on an X5 Hybrid. While I was draining the oil, the parts guy comes out and asks me if the car is calling for 0W-20 or 0W-12 oil. I looked at him with a perplexed face and my head tilted to the side: “Did you just say 0W-12?!” So of course the under-hood label shows 0W-12 oil, and I was brought several quarts of something I had not seen at a BMW dealership. However, as I soon learned, this was a common thing; I realized that new-generation B58 engines were also calling for 0W-12 oil.

In the early days of BMW’s EV/Hybrid era, there were not many variants, but when the F15 X5 xDrive40e debuted, everyone was excited about that model: finally, a real PHEV SAV-style BMW! It came with the N20 four-cylinder engine, but the electric drive was good for around nineteen miles in EV mode. This combo worked really well, because the electric drive could get the vehicle moving, and then at the right time, the engine would come on and take over: electric for down low and four-cylinder efficiency for up high.

Conceptually, the pairing could work well. However, there was a catch, and it was a big one. No one caught it until it was too late. The X5 xDrive40e was designed to run off the EV motor until a certain speed or throttle demand was met, but if you were to get up in the morning and drive to the highway on-ramp on pure electric, the N20 engine would start up, bone cold, while already traveling over 40 mph. This means that a cold N20 would immediately go to 2,500 or 3,500 rpm. I do not recall the exact time line, but shortly after replacing a few N20 engines on the X5 xDrive40e, BMW issued a recall to program the DME and change the parameters for when the engine starts. This was probably a tough lesson for BMW, but luckily there were not that many X5 xDrive40e’s out there yet.

For an engine to survive multiple cold starts, it needs to be lubricated nearly instantly, and at all times of operation—hence 0W-12 oil. It makes sense to use engine oil so thin, because that allows it to travel more easily to the appropriate parts of an engine in a cold-start scenario. Hybrid vehicle or conventional gasoline does not matter; an engine is the most vulnerable in a cold start or low-oil-pressure situation. When you combine that theory with increasing emission standards, along with more demand for efficiency, you must get creative; this is probably why BMW decided to switch to a thinner oil for hybrid engines, at the same time scrutinizing the tolerances of the engine components to make sure nothing is lost in the process: Oil passages, VANOS units, Valvetronic pieces, anything that touches oil are now all expected to run a 0W-12 oil. I think we can kiss the days of putting in thicker oil goodbye.

While it was a common practice to increase the oil weight in an aging engine to help longevity and take up the microscopic wear points, the demand for tight tolerances was not as strict at that time, so you could get away with it. I think that as modern BMWs age, they will need to stick to their prescribed oil weight. As much as I would be interested to see how a B58 engine that calls for 0W-12 would run on 0W-20 or 0W-30, I think that we should stick to what the engine is supposed to have until notified otherwise.

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For 2026, BMW is giving the M2 the CS treatment, creating a harder-core, more driver-focused M2. Like the current M3 and M4 CS, that means more power, less weight, styling tweaks, and no manual gearbox option. Unlike those cars, the M2 stays rear-wheel drive. What does that mean for the experience? I spent a day with the CS in South Carolina at the Michelin Proving Grounds and on the surrounding roads to find out.

It’s Fast

Photo: BMW

You’re probably rolling your eyes right now. This auto-only CS weighs 100 pounds less than the base car with a manual gearbox, and has an extra 50 hp, giving it a total of 523. Of course it’s fast.

Off the line, it doesn’t really feel quicker than the base M2. That’s probably because our test was conducted on damp roads and the M2 CS doesn’t gain all-wheel drive. However, in gear acceleration, once the car is done clawing for grip, is noticeably more urgent. This thing pulls. Anyone familiar with the S58 3.0-liter twin-turbocharged inline-six will understand, but mid-range power is excellent.

There were a number of times on the short road route where I put my foot down and realized about a second later that if I didn’t take my foot off the gas, I’d be in jail. Paired with the now ubiquitous ZF 8-speed auto, it’s a great combination. On track, that broad powerband is ultra-impressive. The first hit of torque will break the rear loose when grip is low, but get through that and the S58 powers to redline without any true discernible loss of power. It’s pretty fantastic.

It Probably Wouldn’t Be Better With a Manual

Photo: BMW

I know, heresy, but let me explain. Since the F8X-gen M3s, I’ve preferred M cars equipped with a DCT or automatic. It’s more the way modern engines work, than anything, delivering a huge smack of torque across the entire rev range. Maybe it’s just me, but I find it harder to be smooth with a manual considering how these engines deliver power. They feel more natural with an automatic, like they were built for them.

And now that the ZF 8-speed has gotten so good in manual mode, so responsive, it feels engaging. You just need to be conscious of the shift speed settings, and choosing the right one. On the damp roads, putting it in its most aggressive map resulted in jarring shifts that upset the balance. And even if it wasn’t damp, they were just unpleasant on the road. The second quickest setting felt just fine and didn’t sacrifice speed. It was the same when the track was wet. The slightly less aggressive shifts in the second quickest mode kept everything in line in the rain.

When the track started drying, though, I popped it in the quickest setting. That setting needs full commitment, you need to be flat out to get the best, for it to feel natural. It bangs shifts so hard that it’ll get annoying on the road at an average pace, but it’s perfect for the track. So, for most settings, put Drivelogic in the second setting, on a dry track, put it in three.

Handles Great, Limited Feel

Photo: BMW

The complaint with modern BMWs is that the steering is quick and accurate, but lacks feel. It’s much the same in the CS. I found myself hoping for more weight and communication of what the front tires were feeling, not artificial weight depending on what mode I was in.

That said, thing thing has grip, the front end specifically. It sits lower than the standard car and has more camber. It’s pointy, and I mean that in the best way possible. It refuses to wash out unless you’re being a true idiot. Once Michelin’s larger handling track started to dry for our lead-follow sessions, the CS was easily quicker than the lead M3 Competitions. The more aggressive front end lets me turn in harder and get back to power sooner on tighter corners than the instructor in the M3. That didn’t impact it in high speed corners, where it was stable and predictable. There were times where you can feel it start to dance at higher speeds, the rear moving away before the front, but it wasn’t sudden or uncontrollable. Just a signal from the rear end that grip was wearing thin.

Outstanding Traction Control

Photo: BMW

On track, I left the car in M Dynamic Mode (MDM), which gives you a safety net but lets the car move around. It keeps traction and stability control activated, just in a more permissive setting. It could slide on corner exit with a tiny bit of slip, but it surely wouldn’t let you get into trouble. Kind of the perfect setting for a damp or drying track.

But on the autocross course, which was also damp and drying, we were told to play with the 10-setting traction control. This is a much more granular control, but basically ESC is turned off and then the rear wheels are given 10 different levels of allowable slip, with 10 being the least permissive and 0 meaning it’s all up to you.

I dropped down through the levels on the course, seeing just how dumb the car would allow me to be. Turns out, I could be pretty dumb starting in level four. It’s an intuitive system that I turned down on each run until I turned it all the way off. I was expecting the car to bite me at that moment and become uncontrollable. It didn’t.

I think that’s partly because running down through the modes earned my trust in the chassis and steering, and just how much power was needed to slide it around. Turns out this is a delightful car without any aids on, easy to slide and look like a hero in without much effort or skill. I had a blast.

Too Many Modes

Photo: BMW

BMW does have a mode problem these days. This car has so many different settings and modes that it’s nearly impossible to get through all of them in a day of driving. There are modes for everything from the traction control to the steering feel, setups for street or track, shift speed and sound. It’s too much.

While I appreciate the idea of giving the driver granular control over every aspect of the car, sometimes it’s better to just pre-determine a setup and make that the default.

It Looks Great

Photo: BMW

When the M2 debuted, it received immediate backlash. Nothing new for BMW designs, of course. Even if the car looks great, the one that came before it get lauded for how elegant it was and the new car derided for being hideous.

This G87-generation M2 went all in on angles. It’s supposed to be inspired by box flares, and it shows. The CS continues that theme and features updates to the grilles along with a new splitter, one that isn’t made of carbon fiber because they don’t want it scraping along the ground. It also gets a bespoke set of forged gold wheels, a different design than the accessory wheels you can get on the base M2.

The most obvious change is the carbon fiber trunk with the ducktail spoiler, which is tall enough that you can see it in the rearview mirror. It looks interesting, a true differentiator to the base M2.

Photo: BMW

It’s also the main new carbon panel on the car, as the hood on this CS remains stock. It also doesn’t get the yellow running lights of the other CS cars. BMW says these choices were made because of cost. They wanted it to be under $100,000, and that’s what had to be done to maintain that.

Now, is this the M2 to buy? The additional power is nice, but the handling is the real highlight. It feels more nimble and lithe than the base car, more connected, and the conditions meant I sampled it with the Pilot Sport 4S tires, not the Cup 2 or Cup 2 R. On a more aggressive tire, I bet it’s even more impressive.

Photo: BMW

If you’re in the market for an M2 and have the budget to stretch to the CS, I’d do it. It retains everything I like about the base car and sharpens it, and it looks even better. Seems like a win.

Look for many more thoughts on the M2 CS in the next issue of Roundel.

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