The E36 M3 GT is the right answer. It is not the most spartan, not the fastest in a straight line, and it is absolutely not the easiest to find. But it is the one BMW Motorsport actually sat down and built with purpose — a homologation special that came loaded with factory motorsport hardware and still managed to be a proper road car. That combination is what makes it special, and it is why values have climbed from around €50,000 for a clean example a few years ago to an average auction result now nudging six figures.

Why The GT Exists At All

The E36 M3 was not designed for racing. BMW M built it to chase a broader market than the hardcore E30, which meant more comfort, more refinement, and a chassis that was excellent on road but not obsessed with lap times. Then the World Sportscar Championship collapsed in 1993, and with it went the expensive Group C machinery. In its place, national GT series popped up across Europe and the US, with slashed homologation requirements that gave manufacturers a practical route onto the track without spending a fortune.

BMW went into the German ADAC GT series in 1993 with the E36 M3 GTR, a racing car with wide arches and an aggressive aero kit, and promptly won six of eight races. When they decided to attack the IMSA GTS-2 class in the United States for 1995, they needed to homologate some of the GTR’s aero and mechanical improvements for road use. The result was the M3 GT.

BMW Motorsport planned a run of 350 road cars, all left-hand drive, all sold exclusively in mainland Europe, and all painted in a single color: British Racing Green. In the end, 356 were built.

Why Are They Special

Start under the bonnet. The GT uses the same 3.0-liter S50 B30 inline-six as the standard E36 M3 — 24-valve DOHC, single VANOS on the inlet cam, individual throttle bodies for each cylinder. But BMW Motorsport reground the camshafts to a 264-degree profile, remapped the Bosch Motronic M3.3 engine management, upgraded the VANOS software, and fitted the same short intake manifold that would later appear on the 3.2-litre M3 Evo. The oil pan got a baffled design with dual pick-ups to maintain oil pressure in hard cornering — a detail that matters on track and tells you exactly what this car was conceived to do.

Peak power went from 286 bhp to 295 bhp at 7,000 rpm. The torque figure moved to 238 lb-ft at 3,900 rpm, and BMW Motorsport shortened the final drive ratio to improve in-gear response. These are not dramatic numbers on paper, but the recalibrated engine feels meaningfully different in the mid-range — sharper, more immediate, and happy to rev harder before it runs out of breath.

The chassis changes matter just as much. A Motorsport front strut brace reduces bodyshell flex. Shorter and stiffer springs drop the ride height noticeably. The ABS was retuned specifically for the GT. And to save 20 kilograms, the doors are aluminium — identical in appearance to steel, but lighter in a way you notice when you swing one open.

The Only Color It Came In

British Racing Green. That is it. One exterior color, no options, no exceptions — with one documented pre-production exception that effectively proves the rule. Every production M3 GT left the factory in the same deep green, paired with an interior that matched the paint’s intent rather than contradicted it. The Vader sport seats are trimmed in Anthracite Amaretta brushed suede with Mexico Green Nappa leather on the seat centres, door inserts, and grab handles. The dashboard, door sills, and centre console get carbon fibre inserts. There is a serialised production plaque mounted above the glovebox.

The GT never wore external badging identifying it as such. The only external tells beyond the paint are the biplane rear spoiler, the adjustable front chin splitter, aerodynamically optimized mirrors, and the clear front indicators that replaced the standard car’s amber units. BMW Motorsport International emblems sit on the door moldings and kick plates. The wheels are polished 17-inch M Double Spoke forged alloys — 7.5 inches wide at the front, 8.5 at the rear.

A Complete Car, Not A Stripped One

This is where the GT parts ways with the Lightweight philosophy. BMW did not pull the radio out. They did not delete the air conditioning. Buyers could tick almost the full options list available on the regular M3 — heated seats, cruise control, onboard computer, headlight wash/wipe. It is a car that went to the track on weekends and drove home on Monday. That usability is part of what makes it the better long-term ownership proposition.

For American Readers: The Lightweight

The M3 GT was never sold in the United States. It was left-hand drive only and stayed in Europe. American buyers who wanted a factory-special E36 M3 in 1995 got the M3 Lightweight instead — which is not a consolation prize, even if it was designed with a different logic.

The Lightweight strips the US-market M3 down rather than building it up. Air conditioning is deleted. The radio is gone. Sound deadening is gutted. The seats are lightweight cloth units rather than leather. Aluminum doors carry over from the GT’s parts bin. The springs and dampers are the same spec as the GT’s, and a factory Motorsport strut tower brace and underfloor X-brace come standard. All of that brings the kerb weight to 2,950 pounds — 225 pounds less than a standard US M3.

The engine is the US-market S50 B30, not the Euro version. That means 240 hp at 6,000 rpm rather than 295 hp at 7,000 rpm. The US cylinder head was a cost-saving measure when BMW adapted the M3 for American emissions standards, and it is the one area where the Lightweight cannot match the GT regardless of how much you strip it out. The five-speed gearbox (rather than the Euro six-speed) is a further reminder that this was always the global platform adapted for one market rather than a car built from scratch.

With only 126 produced, all in Alpine White with the Motorsport chequered flag decal, the Lightweight is rarer than the GT. And rarity has pushed prices accordingly — exceptional low-mileage examples have sold for over $195,000 at auction.

What You Pay For A GT Today

The market data is clear that the GT’s time as a relative bargain has passed. A well-maintained example with a clean history was selling for around €50,000 a few years ago. By late 2024, documented examples were trading in the €76,000 to €90,000 range in Europe, and a high-water mark of $275,000 was set at auction in October 2025 for an exceptional car. The average across recorded sales sits around $132,000. That range is wide enough that condition and history drive the number more than anything else.

The GT commands four times that at the low end than the regular E36 M3. That premium is not irrational.

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Inside the team Herbert was called “the Patron.” His other nickname was the man with the “golden bladder”, earned by sitting on the pit wall with a lap chart for hours without moving. Gerhard Berger called him the soul of the operation. Dieter Quester called him a hard-nosed businessman who wasn’t too proud to keep the lap chart himself through a full 24-hour race. Both things were true at the same time, which is probably why the team lasted as long as it did.

The Schnitzer History

Herbert and his older brother Josef took over the family BMW dealership in 1966. The racing division followed a year later. Josef had the engineering degree and built the cars; Herbert ran the business. Josef became German circuit racing champion in a BMW 1800 TISA and later a 2000ti. Together they developed and sold their own Formula 2 engine — Jacques Laffite won the 1975 European F2 championship on Schnitzer power, ahead of the works BMW engines.

It didn’t last. In 1978, Josef was killed in a road accident that was not his fault. The team responded by winning the German Touring Car Championship that same year with Harald Ertl. You can call that resilience. It’s also just grief with nowhere else to go.

From there the titles piled up across almost every series BMW entered: European and World Touring Car Championships, British, Italian, Japanese, and Asia-Pacific titles, the American Le Mans Series. In 1999, Dalmas, Martini, and Winkelhock won Le Mans outright in the BMW V12 LMR. The drivers who came through the garage included Bellof, Berger, Cecotto, Fitzpatrick, Ickx, Ludwig, Piquet, Quester, Rohrl, Stuck, both Mullers and both Winkelhocks. Herbert sat on the pit wall through all of it with his lap chart.

His two half-brothers, twins Dieter and Karl “Charly” Lamm, who handled race operations for much of the team’s later era, died before him. Dieter in 2014, Charly in 2019. Herbert was the last one.

Schnitzer’s Motorsport Program Ended Also

Schnitzer closed its racing program at the end of 2020. Herbert had fought to keep it going longer than most people expected. The team had come back to the DTM in 2012 after years away and won the drivers’, manufacturers’, and teams’ titles in its first season back. Then the money ran out anyway.

In his final years Herbert watched motorsport on television, kept up with old friends, and was driven to his regular table by his longtime companion Peter Reinisch. Fifty years of championships. One family. Herbert was the last of them, and now all four are gone.

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Both the SUV and sedan were the highlights of a private event held on May 14 in the Czech Republic. BMW invited 67 guests from eight European countries to experience the X5 Protection VR6 and the 7 Series/i7 Protection. Attendees from the UK, Estonia, Denmark, Slovenia, Poland, Slovakia, Germany, and the Czech Republic had the opportunity to test some of the company’s rarest vehicles.

To better assess the differences between the armored and standard versions, BMW also brought along the 7 Series and X5 models available at local dealerships. The sedan lineup included the 740d and 750e, while the SUV range featured the X5 40d, X5 50e, and even an X5 M. Participants could drive the vehicles in back-to-back comparisons.

Much Heavier, But Still BMW-Like To Drive

We’re told the company’s goal was to demonstrate that the 7 Series and X5 retain their driving dynamics. Yes, despite the considerable weight added by the extra layers of armor. Guests took part in a high-speed emergency braking test through a curve. There was also an off-road section where the vehicles reversed down a slope and navigated a slalom course on an unpaved surface.

BMW organized the event at its Future Mobility Development Center, a test facility inaugurated about three years ago in Sokolov. In addition to the armored vehicles, BMW displayed an M5 Touring fully equipped for police duty. The same applied to Motorrad’s R 1250 RT motorcycle.

As for what lies ahead, BMW has already announced that the 2027 7 Series facelift will receive the armored treatment. As a refresher, the full-size luxury sedan carries a different internal codename, G73 (instead of G70). Aside from a V8 engine, it’s also available as the fully electric i7 Protection. Whether the upcoming X5 will follow suit remains unclear, but we do know the regular luxury SUV will switch to a new generation later this summer.

As you can imagine, Protection models cannot be ordered through the regular configurator. Armored X5 and 7 Series models are built to order and can be equipped with special features such as auxiliary lights, radio transceivers, fire extinguishers, Michelin PAX run-flat tires, and a fresh-air supply system. Weight? Well, you’d better sit down for this one. The i7 Protection tips the scales at a colossal 4,900 kilograms (nearly 11,000 pounds).

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Dutch magazine Autoblog.nl received an intriguing photo (see source link below) from one of its readers. It was taken at BMW M’s booth near Circuit de la Sarthe, where a mystery car hides in the shadows. From what we can tell, the slightly angled double yellow lights, along with the stacked square lighting elements, match a recent teaser image of the electric M3 (pictured above).

However, that’s not to say we’re only days away from witnessing the world premiere of the M3 ZA0. The production-ready car isn’t due until sometime next year. An educated guess suggests BMW plans to showcase a concept ahead of the final version’s 2027 debut. Although we’re looking at a shadowy silhouette, it’s clear the car has much wider fenders than the normal i3. It’s exactly what you would expect from an M product.

The side mirrors protrude from the body far more than they do on the regular 2027 i3. It’s reasonable to expect some details have been deliberately exaggerated to make a splash. This is likely a concept, after all. Since the production M3 ZA0 isn’t far away, it should be close to what customers will be able to buy.

Is BMW Teasing An Electric M Concept?

If BMW is showing an M at Le Mans, there’s bound to be a proper teaser in the coming days. In the meantime, all we can do is speculate about the car’s identity. All signs point to a conceptual electric M model. Possibly called the i3 M60, the M Performance version is expected to arrive before the full-fat M, but this car looks too aggressive to be merely an M Lite model.

Since BMW is displaying it at Le Mans, there are likely some ties to motorsport. A conceptual M race car with quad electric motors would be the M division’s way of showing that EVs have a place in racing as well. The subsequent production version will probably be toned down somewhat, but it’s safe to say it’ll look radically different from the outgoing M3 G80.

The concept’s design may very well also preview the next-generation M3 G84 with an inline-six engine. BMW has made it clear there will be only subtle differences between ICE and EV models in the Neue Klasse era. We can already imagine the gas-powered version with a longer front section to accommodate the 3.0-liter engine, along with a modified rear end featuring the signature quad exhaust system.

But we may be getting ahead of ourselves. The first order of business is finding out exactly what BMW is hiding in that box. For what it’s worth, the “Setting New Standards” tagline has been used for the electric M3’s teaser campaign, whose fifth episode was released over the weekend.

Photo: Autoblog.nl

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The Cars That Started A Religion

The E36 launched in 1990 with a hard act to follow. The E30 had made the 3 Series name mean something — the kind of car people get irrational about — and the E36 was supposed to continue that without ruining it. It mostly didn’t ruin it. Hydraulic steering, rear-wheel drive, a proper multi-link rear suspension, and a range of inline-sixes that ran from fine to excellent. A 328i coupe with a manual was a great car, and in retrospect it was the last 3 Series that felt truly unfiltered — not because BMW was trying to make it raw, but because they hadn’t yet figured out how to sand all the edges off.

The E46 arrived in 1997 and sanded the edges off. The chassis was 70% more rigid. The interior went from functional to genuinely good. The brakes, the safety equipment, the ride — all better. And the M54 inline-six that powered most of the non-M lineup is one of those engines that only gets more respect with age, because everything that replaced it was turbocharged and numb by comparison.

The Last 3 Series That Bites Back

The E36 has one thing the E46 can’t match: the steering. And that’s something I experienced recently on a drive from Munich to Como. Get into a well-sorted 328i and it tells you exactly what the front tires are doing, without filtering or delay. Turn in and the nose follows your hands with an almost unsettling directness. Add more lock mid-corner and the car responds in exact proportion. That kind of linearity — where the wheel feels connected to actual physics rather than a software interpretation of them — was already disappearing by the time the E46 launched and has basically been absent from BMW road cars ever since.

The M-spec “Vader” seats are another genuine highlight. Named for their distinctive shoulder bolster shape, they’re supportive on a long drive and locked-in on a back road. Enthusiasts treat them as a point of pride; finding a car without them is the first step toward finding a set that do.

But that’s about where the E36’s advantages stop. The rest of the interior is simply dated — not charmingly old, just dated. Scratchy plastics, a driving position that feels approximate rather than designed, switchgear that communicates “we had a budget.” And the cars are 25 to 35 years old now certainly have their share of issues, like cracked arm mounting points, noisy VANOS units and more.

So you’re not buying a bargain anymore — clean examples have gotten expensive — and you’re buying all of that maintenance with it.

Why The E46 Wins

The S54. If you’re approaching this at the M3 level, everything else is secondary. Six individual throttle bodies, 7,900 rpm redline, 333 horsepower from a 3.2-liter naturally aspirated straight-six that makes a noise at full chat like it’s genuinely trying to escape the engine bay. The American E36 M3 got the S52 — 240 horsepower, a single throttle body, basically a worked-over 328i engine — because BMW didn’t think US buyers would pay for the real thing. They were wrong, and the E46 was the correction. The S54 is why people still argue about this M3 in 2026.

Not nostalgia. The engine is actually that good.

Outside the M3, the E46 is still the better car. The M54 3.0-liter is smooth and willing in a way that makes the E36’s engines feel like they’re trying harder for less. The interior is in a different league — real materials, real ergonomics. The chassis has more grip and more precision. And the 330i with the ZHP Performance Package — firmer suspension, quicker steering, close-ratio gearbox — is a proper enthusiast’s car that you can also drive to work without planning your route around independent BMW shop locations.

The E46 M3 does have the subframe problem. The rear axle carrier panel fatigues and cracks at the mounting points on every car from 1999 to 2006, no exceptions, worse on more powerful models. The cooling system has the same plastic-component time bomb as the E36. And avoid the SMG transmission — it was hesitant, jerky, and the electrohydraulics have not aged well. The resale discount on SMG cars versus manuals tells you what the market figured out. Manual or nothing.

So Why Does The E46 Win?

The E36 is a car you appreciate under specific conditions — ideally a quiet back road, a clear head, and no time pressure. The steering is special. The feel is hard to replicate. But it asks a lot of you in exchange: maintenance attention, tolerance for a dated interior, and the acceptance that its performance numbers look modest against almost anything built since.

The E46 gives you most of what the E36 offers in terms of driving involvement and adds a better engine, a better interior, more grip, and a car you can actually use across a wider range of situations. The S54 M3 is one of the great naturally aspirated performance cars of the last thirty years, full stop. The ZHP 330i is the pick for most people — driver’s car, daily driver, one car.

The E36 is worth driving. The E46 is worth owning.

FAQ BMW 3 Series

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For example, the car’s front and rear axles had to be developed from scratch rather than adapted from the current M3 G80. According to BMW, prototype testing at the Nürburgring revealed “exceptional strain on the chassis and other components.” Existing chassis technology from combustion-engine cars simply wasn’t capable of unlocking the electric super sedan’s full potential.

For the same reason, BMW is working with tire suppliers to develop a new rubber compound. The quad-motor setup is claimed to deliver “unprecedented torque to the road” with zero lag, while distributing torque individually to each wheel for “absolute grip.” A dozen tire compounds are currently under evaluation, including a Pirelli P Zero specification designed for a 20-inch wheel.

The Electric BMW M3 Will Have Simulated Engine Noise And Gear Shifts

The video is not without controversy. We’re reminded that the ZA0 M3 will feature a bespoke soundtrack derived from pre-recorded engine noises from BMW’s large-displacement powertrains. Whether the soundscape will incorporate notes from inline-six, V8, and V10 engines remains unclear, but one thing is certain: the electric M3 won’t be silent.

The ICE-inspired soundtrack won’t be the only simulation. Artificial gear changes will also be part of the electric M3 driving experience. Why? BMW says they’re intended to “assist the driver.” While skepticism is understandable, the feature could serve a legitimate purpose. Simulated gear shifts provide audio and tactile reference points, helping drivers better gauge the car’s speed and acceleration.

Some would even argue that simulated gear changes add a layer of emotion to the driving experience. Others contend they hinder performance by imposing artificial limitations on the powertrain’s capabilities. Regardless of where you stand, as long as drivers can switch the feature on or off, we don’t see a real issue.

BMW Is Developing Both Electric And Gas M3 Models

With the direction emissions regulations are heading, an electric M car was inevitable. Traditionalists shouldn’t lose hope, though. BMW is simultaneously developing another M3 powered by an inline-six gasoline engine. Expected to arrive around 2028 as the G84, it may forgo a manual gearbox. At the same time, the combustion-powered sports sedan is reportedly set to be offered exclusively with all-wheel drive.

If the reports about the next-gen M3 are accurate, the M3 CS Handschalter launched in North America truly marks the end of an era.

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There are plenty of Z cars, including a one-off Z3 British Racing Green with BBS wheels and a tan top. It has been part of the company’s collection from the very beginning and has covered fewer than 1,000 miles. It sits under the same roof as a late-production M Coupe “Clownshoe.” The Z collection wouldn’t be complete without several ALPINA models from the Z4 and Z8 lineages.

While a 3 Series in 318i specification might not sound like much, the E36 featured in the video holds significant historical relevance for the Spartanburg plant. It was the first BMW built at the factory in South Carolina. Speaking of milestones, the five-millionth and six-millionth vehicles produced there are also on display: a Tornado Red X5 M and a Java Green X6 M, respectively.

BMW Group Classic Owns An Eclectic Collection Of Cars

The oldest car in the collection is a 1953 503 Coupe powered by a V8 engine. Other historic vehicles include the stunning 3.0 CSL (E9), the iconic M3 (E30), the rare M3 Lightweight (E36), and the last hand-built M5 (E34). BMW’s only production V10 is found in the E60 M5. The naturally aspirated 5.0-liter engine is paired with a six-speed manual gearbox, a configuration offered exclusively in North America.

The strangest of the bunch? An early one-of-a-kind Z3 Coupe design study that led to the race car that competed at the Nürburgring. It featured half doors and little in the way of an interior. Actual race cars also reside in the secret warehouse, including GTP and Formula 2 machines. There’s also a championship-winning E34 M5 raced by David Donohue in the IMSA Bridgestone Supercar Championship.

One of the most interesting cars is the BMW ActiveE, essentially a 1 Series Coupe converted for EV duty. Around 500 examples were trialed before the i3 arrived in 2013 as the company’s first production electric vehicle. Fittingly, a late-production i3s sits right in front of the lesser-known ActiveE.

There’s more where that came from. The Petersen Automotive Museum will follow up with a second episode next week, and we’re hoping it will feature other special cars, such as the M1.

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By the end of 2027, Katoen Natie will replace more than 1,000 combustion-powered vehicles with EVs. Not all of them will be BMWs, as some will wear the MINI badge. The contract stipulates that the iX1 and Countryman will make up the bulk of the order. However, the iX3 and i3 Neue Klasse are also included in the agreement.

While production of the iX3 is already running double shifts at BMW’s Debrecen plant, the i3 won’t hit the assembly line in Munich until August. The smaller iX1 crossover is scheduled to switch generations in 2027. When that happens, it will also become a full-fledged member of the Neue Klasse family. It remains unclear whether the electric Countryman will follow suit, although that would seem the most logical move.

Cutting The Carbon Footprint

In the meantime, Katoen Natie has crunched the numbers. It estimates the transition from ICE to EV will reduce annual CO2 emissions by 3,350 tons. At the same time, the company expects to consume roughly 800,000 fewer liters of fuel each year. To support the arrival of 1,000 EVs, it plans to upgrade its charging infrastructure and further invest in renewable energy nationwide.

It’s not the first time BMW and Katoen Natie have joined forces. The two companies have already collaborated in Thailand, where BMW operates a factory in Rayong. Katoen Natie provides logistical support for BMW production at the site. The new deal is part of a broader effort to deepen the partnership and explore opportunities in electrification, charging infrastructure, digital mobility services, and logistics solutions.

BMW could attract more fleet buyers soon as it expands the Neue Klasse family with new entry-level models. Although the i1 and i2 have not been officially announced, we believe both are on the way. The former will become an electric 1 Series, effectively filling the void left by the i3 hatchback’s demise in 2022. The latter is expected to serve as an EV alternative to the 2 Series Gran Coupe.

Both models will likely undercut the iX1, which starts at €51,200 in Belgium, where BMW charges at least €61,950 for the larger iX3. On the MINI side, the electric Countryman begins at €41,950, slotting above the €33,500 Aceman and the €30,750 Cooper Electric hatchback.

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The 2027 7 Series will be the first ALPINA of this new era, and U.S. dealers have already seen it. Reportedly codenamed G72, the high-end sedan has been confirmed for a 2027 premiere. Its V8 engine won’t be exclusive to the ALPINA version, as the regular 7er is also getting a twin-turbocharged 4.4-liter V8 in an M Performance variant, possibly the M760.

So, what will make the ALPINA stand out from its “mainstream” BMW sibling? According to dealers cited by Automotive News, the 7 Series G72 will feature a distinctive front grille. It’s reasonable to expect similarities to the Vision BMW ALPINA, although logic suggests the kidneys won’t be completely closed. The V8 will require cooling, so at least part of the grille should remain open to allow airflow.

An Electric ALPINA Will Happen

A closed grille is still possible for the 7 Series because, yes, an electric ALPINA is due in 2027 as well. It will likely be based on the i7 M70 but tuned differently to prioritize comfort over outright performance. Dealers also said the front and rear fascias will be revised to further distinguish the car from its BMW-badged counterpart.

Retailers also got a peek inside, where the G72 is said to feature a “significantly more luxurious interior.” German customers can already spend up to €11,800 on Individual leather, so it will be interesting to see how ALPINA plans to further elevate the cabin. The 7 Series can be equipped with automatic doors, a 31.3-inch touchscreen that folds down from the ceiling, and a variety of premium materials, including metal, wood, and crystal glass. Expect even greater extravagance from its ALPINA sibling.

The 7 Series wasn’t the only vehicle dealers saw. Attendees at the secret meeting held at Nashville’s Music City Center in Tennessee also got an early look at the XB7’s successor. The new ALPINA SUV will be based on the second-generation X7 G67 and will arrive in 2027. However, the more luxurious derivative is unlikely to be available from day one. A market launch in 2028 seems likely at the earliest for what is internally known as the G69.

New ALPINA X7 G69 Incoming

The full-size SUV will follow the sedan’s lead with redesigned front and rear fascias, a distinctive grille design, and a more sumptuous interior. Just as the 7 Series won’t encroach on Rolls-Royce Ghost territory, the next X7 won’t clash with the Cullinan. ALPINA will sit above BMW models from Munich without competing directly with those from Goodwood.

Naturally, these new models won’t come cheap. The XB7 Manufaktur already starts at $181,550, and it wouldn’t be surprising if the next ALPINA X7 exceeds $200,000. There’s no current ALPINA 7 Series to compare with the upcoming model, but a fully optioned facelifted 7 Series already costs more than €200,000 in Germany.

Why is BMW doing this? The company wants to attract customers who might otherwise buy a Maybach or a Bentley. It has identified a gap in its portfolio between its top-tier BMW models and Rolls-Royce. With ALPINA, it’s about to fill that void. By using the 7 Series and X7 as donor vehicles, BMW should also benefit from higher profit margins, as future ALPINA models are likely to command a substantial premium over their standard counterparts.

Source: Automotive News

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What is the MKO E9 CS?

The MKO E9 CS is a mashup of old and (relatively) new: bodywork is all lifted from an authentic E9 CS coupe and stretched over an E39 M5 engine, gearbox, and dashboard. “Stretch” isn’t being used lightly, here, either: the E39 M5 was quite a bit wider than the CS. So, adjustments and modifications had to be made to accommodate. Handmade wheel arches were also required to pull off the, overall rather convincing, illusion. Inside, the car dons a nice set of Recaro bucket seats, a custom headliner, and a handful of other little tweaks, but stays mostly true to the E39 M5 underneath the sheet metal. Those familiar with the car will note carryover gauges, switchgear, and even (working!) cupholders. The listing (linked below) has pictures you can view.

This MKO creation is something special for a few reasons. For one, the quality of work. It’s road-legal in Germany, which is one of the most strict countries in the world when it comes to regulating drivers and the integrity of their respective rides. A quick glance through the seller’s pictures shows an impeccable attention to detail. While the MKO E9 CS touts a six-speed manual — just like the newer 3.0 CSL we’ve driven — the wicked S62 V8 under the hood is a wildly different beast than the more modern CSL’s 3.0-liter, twin-turbo inline-six. While both are undeniably great engines in their own right, there’s something really magical about the S62. The 4.9-liter V8, native to the E39 M5, makes an advertised 400 hp (431 hp according to the dyno sheet provided by the seller) and sounds like nothing made in the last 15 years while doing it.

What’s This Thing Worth?

Well, a test from Motor Trend back in 2016 claimed the “as-tested price” was $165,000. That’s a lot of scratch; for that money, you could very likely buy both a nice original E9 CS and well-kept E39 M5 with some change left over. The thing of it is, though, is that the MKO E9 CS is something else entirely; you’re simply never going to see something like this again, unless you’re ambitious (or crazy) enough to build it yourself. Decidedly, the market will determine exactly how much this crazy thing is worth. Bids sit at €42,225 currently, with six days left remaining on the auction. You can check out the auction yourself here on Bring a Trailer, and I recommend you do!

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The fifth episode of the teaser video series arrives tomorrow, and the M side of the company is offering a preview in the meantime. Head of BMW M, Frank van Meel, shares insights into the electric M3 and how it must undergo the same rigorous testing as every combustion model before it. That includes more than 8,000 kilometers (nearly 5,000 miles) of testing at the Nürburgring before it gets the green light for production.

One of the key messages in the video is BMW’s focus on repeatable performance, even under the extreme conditions of the Green Hell. As previously announced, the electric M3 will feature a dedicated lithium-ion battery pack with a net capacity of over 100 kWh. Even if future owners never take their cars to the Nürburgring, BMW is confident the car will handle repeated high-performance driving without compromise.

Sustained Performance

Sustaining consistent performance is particularly challenging for EVs, as batteries tend to heat up under heavy load. To address this, the new M3 will use a bespoke cooling system designed to maintain temperatures within acceptable limits, preventing performance degradation. As with the standard i3, the high-performance model will rely on BMW’s sixth-generation battery technology with cylindrical cells.

The video also serves as a reminder that the electric M3 will still make a sound, even with four electric motors instead of a traditional inline-six or V8. BMW has recorded the sounds of its naturally aspirated 4.4-liter V8 (S65), 5.0-liter V10 (S85), and twin-turbo 3.0-liter inline-six (S55), with plans to integrate them into future electric M models. The goal is to create “a new sound experience, shaped from generations of BMW M engines.” At the same time, the electric M3 won’t attempt to mimic the combustion model Munich has been selling for 40 years.

BMW states that “there’s absolutely no contradiction between electric mobility and sportiness. Quite the opposite!” If you disagree, another combustion-powered M3 is on the way in 2028. The “G84” is expected to feature a twin-turbo 3.0-liter inline-six, though not the same unit found in today’s “G80.”

Instead, it will likely adopt mild-hybrid technology to comply with increasingly strict emissions regulations. Even the current “S58” engine in the M3 has recently been updated with a new pre-chamber combustion process to meet upcoming Euro 7 standards.

First published by https://www.bmwblog.com

We’d go for the star car alone. The highlight of this year’s BMW & MINI EXPO is unquestionably the M3 CS Touring. While the full list of vehicles is not available, the hardcore G81 is likely the rarest of the bunch. We won’t be seeing much of the performance wagon, since recent CS models have typically been limited to a single production year. Although an exact number hasn’t been announced, the M4 CS Coupe was capped at 1,700 units.

This M3 CS Touring is displayed in Sapphire Black, though other paint finishes were available: British Racing Green, Laguna Seca Blue, and Frozen Solid White. Although the M3 CS Sedan recently made a surprise comeback with a manual twist, a long-roof sibling shouldn’t be expected. That’s highly unlikely, as the Touring is offered exclusively with xDrive.

SUVs Aplenty

Hardly a surprise in today’s SUV-obsessed world, most of the vehicles on display are from the X range. There are some interesting examples, including a couple of XMs and several iXs. Consumers continue to gravitate toward crossovers, and BMW is capitalizing on this trend with a wide variety of X models. The new X5, debuting this summer, will arrive at the perfect time and will be joined by an electric iX5 to further broaden the luxury SUV’s appeal. In 2027, the second-generation X7 and first-ever iX7 will follow.

The 2026 BMW & MINI EXPO is impressively elaborate. It extends far beyond a static display of cars and a handful of motorcycles. In addition to buying new or certified pre-owned vehicles, attendees can have their current cars evaluated for a potential buyback. They can also take test drives and get better acquainted with the ever-growing M Performance Parts catalog.

Elsewhere, an original i3 hatchback can also be spotted, likely among the oldest vehicles on display. The first-generation model went out of production about four years ago. However, it will be indirectly replaced by an entry-level i1 electric compact car later this decade. Meanwhile, the i3 name has since returned on a completely different vehicle: the electric 3 Series Sedan based on the Neue Klasse architecture.

The BMW & MINI EXPO runs daily from 10 AM to 7:30 PM local time until Sunday, June 7. Admission is free.

First published by https://www.bmwblog.com

The German luxury automaker never released pricing details for the Skytop. However, reports suggest the targa convertible changed hands for around €500,000. If true, that would make it BMW’s second-most expensive new car in history. The top spot belongs to the 3.0 CSL, which was reportedly priced at €750,000, though that wasn’t ever confirmed either.

Taking delivery of such a special car deserves an equally special experience, and that’s exactly what this buyer chose. BMW won’t reveal the owner’s identity, but we do know what it costs to get the full BMW Welt treatment. The Exclusive Package is €1,320 and includes chauffeur service to BMW Welt and refreshments upon arrival. It also features a virtual presentation, along with the handover of the fully fueled car in a separate delivery area. There’s also someone to guide you through all of the vehicle’s available functions.

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The VIP Treatment

That’s not all. Customers who choose the Exclusive Package also enjoy a four-course meal at the Bavarie by Käfer restaurant. BMW sweetens the pot by including a guided tour of the adjacent Munich plant, where all the magic happens. In addition, buyers receive access to the BMW Museum and BMW Group Classic headquarters.

For even more exclusivity, customers can add the Exclusive Privacy Room for an extra €249. This dedicated delivery space is designed for handover events and features what BMW describes as “unique staging” for “an unforgettable moment.” Owners get 90 minutes alone with their new car in a private area before driving away from BMW Welt. They also receive a private recording of the entire handover experience.

BMW will follow up the Skytop with an equally beautiful model, the Speedtop. It, too, is based on the M8, but reimagined as a two-door shooting brake. Although it’s believed to carry a similar price tag, it will be slightly less exclusive, with production capped at 70 units. Both models sold out long ago, proving there is strong demand for coachbuilt BMWs priced well above the brand’s regular production cars.

It likely won’t be long before the first production Speedtops are delivered through BMW Welt’s special program to customers who select the Exclusive Package and add the Exclusive Privacy Room. However, you don’t need to buy one of BMW’s most expensive vehicles to enjoy the experience, as the company offers similar VIP treatment to buyers of regular models as well.

First published by https://www.bmwblog.com