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Explore BMW M3 [2018-2019] price, features, specifications, variants, colours, pros & cons, key highlights, images, user reviews, and FAQs at AutoX. 

BMW M3 [2018-2019]

An enthusiast’s paradise

<p>This is my second M3 and it still remains true to its old DNA. Can’t ask for more from a reputed brand like BMW.</p>


RightHandDriving

2979 CC

<p>The 21st edition of the Indian Car of the Year (ICOTY) awards named the <a href="https://www.autox.com/new-cars/volkswagen/golf-gti/">Volkswagen Golf GTI </a>as Premium Car of the Year 2025. The <a href="https://www.autox.com/new-cars/toyota/camry/">Toyota Camry</a> finished as first runner-up, while the <a href="https://www.autox.com/new-cars/bmw/ix1/">BMW iX1 </a>took second runner-up. Other models in the Premium Car category included the <a href="https://www.autox.com/new-cars/bmw/x3/">BMW X3,</a> <a href="https://www.autox.com/new-cars/mercedes-benz/amg-g-class/">Mercedes-Benz G-Class</a>, <a href="https://www.autox.com/new-cars/mg/cyberster/">MG Cyberster</a>, <a href="https://www.autox.com/new-cars/skoda/kodiaq/">Skoda Kodiaq</a> and <a href="https://www.autox.com/new-cars/skoda/octavia-rs/">Skoda Octavia RS</a>. Also, the Indian Car of the Year title for 2026 was announced, with <a href="https://www.autox.com/new-cars/maruti-suzuki/victoris/">Maruti Suzuki Victoris</a> winning the award, followed by <a href="https://www.autox.com/new-cars/skoda/kylaq/">Skoda Kylaq</a> and<a href="https://www.autox.com/new-cars/mahindra/xev-9/"> Mahindra XEV 9e</a> as runners-up.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/car-news/mahindra-xev-9e-named-icoty-2026-green-car-of-the-year-kia-carens-clavis-ev-bmw-ix1-lwb-runners-up-122496/">Mahindra XEV 9e Named ICOTY 2026 Green Car of the Year</a></p><p>The results were finalised after an evaluation by the ICOTY jury. The panel, which also included  <em>autoX </em>Founder and Editor-in-Chief Dhruv Behl and Consulting Editor Ishan Raghava.</p><h2><strong>ICOTY 2026: Volkswagen Golf GTI Named Premium Car of the Year</strong></h2><p>Launched at Rs 53 lakh (ex-showroom) in India, the <a href="https://www.autox.com/new-cars/volkswagen/golf-gti/">Volkswagen Golf GTI </a>brings a familiar shape to the market. The design follows the Golf line with a hatchback body, flat roof and straight shoulder line. The front features a slim grille with the GTI stripe linked to the headlamps, while the rear uses a simple tail-lamp layout and twin exhaust outlets.</p><p>
      
    <img src="https://images.autox.com/uploads/2025/11/Volkswagen_Golf_GTI_autoX_Awards_2025-1763119451849.webp" alt="Volkswagen_Golf_GTI_autoX_Awards_2025.jpg" style="width: 100%; height: auto;"></p><p>Power comes from a 2.0-litre turbo-petrol engine producing 261 bhp and 370 Nm. The engine is paired with a 7-speed dual-clutch automatic gearbox. The Golf GTI accelerates from 0 to 100 km/h in 5.9 seconds.</p><h2><strong>ICOTY 2026: Selection of the Winner</strong></h2><p>ICOTY follows a defined voting system to select its winner. Each jury member receives 25 points to distribute across the nominated cars, with a maximum of 10 points allowed for any single model.</p><p>
      
    <img src="https://images.autox.com/uploads/2025/12/Volkswagen-Golf-GTI-(4)-1766075744998.webp" alt="Volkswagen Golf GTI (4).jpg" style="width: 100%; height: auto;"></p><p>The process also requires every juror to assign points to at least five competing vehicles. This rule ensures that the evaluation covers a wider range of models in contention.</p><h2><strong>ICOTY 2026: Jury Members</strong></h2><p>The ICOTY 2026 winners were selected by a jury of 19 judges from automotive publications. The panel represented print, digital and broadcast media.</p><p>
      
    <img src="https://images.autox.com/uploads/2025/12/ICOTY-Premium-Car-2026-1765959266923.webp" alt="ICOTY Premium Car 2026.jpg" style="width: 100%; height: auto;"></p><p>-Pablo Chaterji (Chairman), Motoring World</p><p>-Aatish Mishra (Secretary), Evo India</p><p>-Dhruv Behl, autoX</p><p>-Ishan Raghava, autoX</p><p>-Yogendra Pratap, Auto Today</p><p>-Dipayan Dutta, Auto Today</p><p>-Aspi Bhathena, Car India</p><p>-Sirish Chandran, Evo India</p><p>-Kartik Ware, Motoring World</p><p>-Kranti Sambhav, Overdrive</p><p>-Rohit Paradkar, Overdrive</p><p>-Vikrant Singh, Carwale.com</p><p>-Arpit Mahendra, TOI Auto</p><p>-Kushan-Mitra, The Print</p><p>-Abhay Verma, Turbocharged</p><p>-Bob Rupani, Exploration Drives with Bob Rupani</p><p>-Sagar Bhanushali, CarWale</p><p>-Gaurav Davare, Car India</p><p>-Tushar Kamath, CarDekho Group</p>

ICOTY 2026: Volkswagen Golf GTI Wins Premium Car Title; Toyota Camry, BMW iX1 Finish Close Behind

Volkswagen Golf GTI wins Premium Car of the Year 2025 at ICOTY, followed by Toyota Camry as first runner-up and BMW iX1 in second place.

<p><strong>-Despite the new features, the BMW 5 Series Long Wheelbase’s ex-showroom price remains unchanged at Rs 73.35 lakh.<br>-The 5 Series LWB is available exclusively in the 530Li variant.<br>-It competes against the Mercedes-Benz E-Class LWB and Audi A6.</strong></p><p>BMW India has updated the 5 Series Long Wheelbase (LWB) with the Panorama Glassroof Sky Lounge and the feature-rich Driving Assistant Plus package. What’s noteworthy is that the Bavarian automaker&nbsp;has rolled out these features without altering the ex-showroom price of Rs 73.35 lakh. With this update,&nbsp;the 5 Series LWB solidifies its position in the competitive luxury sedan market against rivals such as the Mercedes-Benz E-Class LWB and Audi A6.&nbsp;</p><p>It also boosts its appeal with improved rear-seat comfort and advanced driver assistance. To recap, <a href="https://www.autox.com/new-cars/bmw/">BMW</a> launched the 5 Series Long Wheelbase last year alongside&nbsp;the CE 04, the new <a href="https://www.autox.com/new-cars/mini/cooper-s-convertible/">Mini Cooper S</a>, and the <a href="https://www.autox.com/new-cars/mini/countryman-electric/">Mini Countryman EV</a>. The sedan is offered exclusively in the 530Li variant. While already on sale in China, India marks the first right-hand drive market to receive this model.&nbsp;The new 5 Series LWB is also BMW’s second long-wheelbase sedan in the country, following the 3 Series Gran Limousine.</p><h2><strong>BMW 5 Series LWB: Here’s What’s New?</strong></h2><p>
      <br></p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/12/BMW-5-Series-LWB-New-Glass-Sunroof-1765637995437.webp" alt="BMW 5 Series LWB New Glass Sunroof.jpg" style="width: 100%; height: auto;">
      </div>
    <p><br></p><p>Visually, the most significant enhancement on the 5 Series Long Wheelbase is the Panorama Glassroof Sky Lounge, which surpasses the experience of a conventional panoramic roof.&nbsp;It comes with an integrated printed graphic and LED lighting elements that work with the car’s existing&nbsp;ambient lighting, enabling dynamic effects and colours to change in sync with the selected driving modes.&nbsp;The new Panorama Glassroof Sky Lounge fills the spacious Long Wheelbase cabin with natural light, enhancing its open, airy atmosphere, while also creating a premium ambient light display that&nbsp;elevates the sedan’s sense of luxury. </p><p><strong>Also Read:</strong>&nbsp;<a href="https://www.autox.com/reviews/car-reviews/2025-mercedes-benz-e-class-vs-bmw-5-series-lwb-comparison-review---the-long-game-119752/">2025 Mercedes-Benz E-Class vs BMW 5 Series LWB Comparison Review - The Long Game</a></p><p>In addition, BMW has bolstered the 5 Series Long Wheelbase’s active safety credentials with the all-new Driving Assistant Plus package. Drivers benefit from Active Cruise Control with Stop &amp; Go, which not only&nbsp;regulates speed and following distance but can also automatically detect and stop the vehicle&nbsp;for stationary obstacles. Other key features include lane-change warning, front-collision warning,&nbsp;rear-collision warning, and cross-traffic warning. These functions are intuitively managed via steering-mounted controls.</p><h2><strong>BMW 5 Series LWB: Engine</strong></h2><p>The BMW 530Li M Sport Long Wheelbase retains its proven mechanical setup, featuring a 2.0-litre four-cylinder turbo-petrol engine paired with a 48V mild-hybrid system&nbsp;and an 8-speed Steptronic automatic transmission driving the rear wheels.</p><p><strong>Also Read:</strong>&nbsp;<a href="https://www.autox.com/news/car-news/top-5-premium-cars-of-2024-bmw-5-series-lwb-mercedes-benz-e-class-lwb-porsche-panamera-and-more-119430/">Top 5 Premium Cars of 2024: BMW 5 Series LWB, Mercedes-Benz E-Class LWB, Porsche Panamera and More</a></p><p>The engine generates 255bhp and 400Nm, with the mild-hybrid system contributing an additional 11bhp and 25Nm.&nbsp;The sedan accelerates from 0–100km/h in just 6.5 seconds.</p>

BMW 5 Series Long Wheelbase Gets an Update for India: Here’s What’s New

The BMW 5 Series Long Wheelbase (LWB) has gained new features such as Panorama Glassroof Sky Lounge, and the advanced Driving Assistant Plus.

<p>BMW India has rolled out the updated iX1 Long Wheelbase with new colour and upholstery choices, and bookings are now open at authorised dealerships across the country. The SUV continues to be assembled at the brand’s Chennai plant, keeping production local for the Indian market. BMW has kept the technical setup unchanged but added more exterior and interior options for buyers who want a bit more freedom when configuring their EV. </p><p>The idea is to give customers extra personalisation without touching the drivetrain or performance numbers.&nbsp;The updated paint line-up now includes Night Dusk Blue metallic, joining Carbon Black, Mineral White, and Skyscraper Grey. This takes the exterior palette to four shades. </p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/reviews/car-reviews/bmw-ix1-lwb-review---zeal-appeal-119944/">BMW iX1 LWB Review - Zeal Appeal</a></p><p>The SUV continues with the same dimensions at 4,616mm in length, 1,892mm in width, and 1,656mm in height, along with a 2,800mm wheelbase and 203mm ground clearance. </p><h2><strong>BMW iX1 LWB: Interior</strong></h2><p><a href="https://www.autox.com/new-cars/bmw/">BMW</a> has added two Veganza upholstery choices inside the cabin. The plant-based material sits in place of leather. Smoke White with Atlas Grey offers a dual-tone layout across seats, door trims, dashboard, and speaker surrounds. Castanea delivers a single-tone finish for users who want a cleaner layout. Both trims come with a 3D stitching pattern. Ambient lighting with multiple colour modes helps set the mood during night drives.</p><p>
      
    <img src="https://images.autox.com/uploads/2025/12/BMW-iX1-LWB-Night-Vegan-Interior-1764928615938.webp" alt="BMW iX1 LWB Night Vegan Interior.jpg" style="width: 100%; height: auto;"></p><p>BMW iDrive 9 runs the infotainment system through a 10.7-inch touchscreen paired with a 12.3-inch digital cluster. Wireless Apple CarPlay and Android Auto come standard.&nbsp;</p><h2><strong>BMW iX1 LWB: Powertrain</strong></h2><p>Power continues to come from BMW’s fifth-generation eDrive system. A rear-mounted motor generates 204bhp and 250Nm, supported by a 66.4kWh battery pack. The SUV completes 0-100km/h in 8.6 seconds and reaches a top speed of 180km/h. BMW claims a driving range of 531km under MIDC conditions. The <a href="https://www.autox.com/new-cars/bmw/-ix1-lwb/">iX1 LWB</a> also offers adaptive recuperation and one-pedal driving for easier energy recovery in traffic.</p><p>Charging hardware includes an 11kW AC charger that completes a full charge in 6.3 hours. A 130kW DC fast charger handles 10-80 per cent in 29 minutes. Bidirectional charging lets users power external devices. Safety tech includes six airbags, ABS with EBD, dynamic stability control, tyre pressure monitoring, parking sensors, and a 360-degree camera.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/reviews/car-reviews/bmw-m5-first-drive-review---thug-life-119759/">BMW M5 First Drive Review - Thug Life</a></p><p>Prices start at Rs 49.90 lakh ex-showroom for the iX1 xDrive30. Rivals include the <a href="https://www.autox.com/new-cars/mercedes-benz/eqa/">Mercedes-Benz EQA</a>, Audi Q4 e-tron, and Volvo XC40 Recharge.<br></p>

BMW iX1 LWB Gets Night Dusk Blue Makeover and New Cabin Trim

Night Dusk Blue joins the iX1 LWB’s paint options, while new Veganza dual-tone and single-tone trims refresh the cabin with added personalisation for buyers.

<p>BMW has confirmed that the production of the Z4 will end in March 2026. Instead of letting&nbsp;its beloved roadster discontinue silently, <a href="https://www.autox.com/new-cars/bmw/">BMW</a> is honouring its legacy with&nbsp;a limited-run Final Edition. The special edition, featuring several exterior and interior upgrades, will be available for order in late January 2026.&nbsp;While its launch in India has not yet been confirmed,&nbsp;the standard Z4 will&nbsp;continue to be offered here in two variants: the <a href="https://www.autox.com/reviews/car-reviews/2019-bmw-z4-m40i-review-first-drive-106088/">M40i</a> and the Pure Impulse Edition.&nbsp;</p><p>The M40i is priced at Rs 87.90 lakh, while the Pure Impulse Edition, equipped with a&nbsp;six-speed manual gearbox, carries a price tag of Rs 92.60 lakh. Both are ex-showroom figures. For now, BMW hasn't announced an&nbsp;immediate successor to the Z4. Here's how the<a href="https://www.autox.com/new-cars/bmw/z4/"> BMW Z4</a> Final Edition stands out as a fitting&nbsp;farewell for the roadster.</p><p>
      <br></p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/11/BMW-Z4-Final-Edition-Rear-1764316928793.webp" alt="BMW Z4 Final Edition Rear.jpg" style="width: 100%; height: auto;">
      </div>
    <p><br></p><h2><strong>BMW Z4 Final Edition: What's Different?</strong></h2><p>While the overall shape remains familiar, the Final Edition gets subtle design tweaks that help it standout. The most eye-catching feature is the exclusive&nbsp;Frozen Matt Black paint, accentuated by the M High-gloss Shadowline trim, though buyers can still&nbsp;choose from the standard palette of BMW Z4 colours at no extra cost. To enhance the sporty appeal, the M Sport brakes come finished in High-gloss Red on the Final Edition.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/car-news/mg-cyberster-vs-bmw-z4-spec-comparison-whats-different-121346/">MG Cyberster vs BMW Z4 Spec Comparison: What's Different?</a></p><p>The standard layout remains, but the cabin now exudes a more performance-focused vibe, with red contrast stitching across the dashboard, center console, doors, and M Sport seats finished in Vernasca leather or Alcantara.</p><p>
      <br></p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/11/BMW-Z4-Final-Edition-Interior-1764316948869.webp" alt="BMW Z4 Final Edition Interior.jpg" style="width: 100%; height: auto;">
      </div>
    <p><br></p><p>The M Alcantara steering wheel, adorned with matching red seams, further adds to the car’s sportiness, while engraved door&nbsp;sill plates complete the look.</p><h2><strong>BMW Z4 Final Edition: Powertrain</strong></h2><p>The Final Edition is offered across the BMW Z4 lineup, including sDrive20i, sDrive30i, and the range-topping M40i. Globally, the sDrive20i packs a 2.0-litre 4-cylinder turbo-petrol unit that produces 194bhp and 320Nm. Meanwhile, the sDrive30i also has the same engine, but it is tuned to deliver 254bhp and 400Nm.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/reviews/car-reviews/bmw-z4-vs-m340i-comparison-review---naughty-40ies-119756/">BMW Z4 vs M340i Comparison Review - Naughty 40ies</a></p><p>The top-spec M40i boasts a 3.0-litre inline-six turbocharged engine that generates 335bhp and 500Nm. All variants come with an 8-speed automatic transmission, with the M40i additionally offering a 6-speed manual.</p>

BMW Bids Farewell to the Z4 With All-Black Final Edition

BMW has yet to announce how many Z4 Final Edition units will be produced, but it has confirmed that orders will open for a limited period by the end of January 2026.

<p>Production of the BMW F 450 GS ADV has begun at TVS Motor Company’s Hosur facility, taking the long-running BMW–TVS partnership into a new phase.  With the G 310 GS discontinued, the F 450 GS ADV now steps in as the new base model in BMW’s GS adventure range. It uses a 420cc parallel-twin engine that produces 48bhp at 8,750rpm and 43Nm at 6,750rpm. BMW aims to use local manufacturing to expand its adventure lineup, strengthen its India presence, and support growing demand across global markets.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/bike-news/bmw-vision-ce-concept-showcased-at-iaa-2025-for-city-riding-without-a-helmet-121669/">BMW Vision CE Concept Showcased at IAA 2025 for City Riding Without a Helmet</a></p><p>The <a href="https://www.autox.com/new-bikes/bmw/f-450-gs/">BMW F 450 GS </a>ADV now serves as the new entry point into the GS family and is aimed at riders starting their journey in the adventure space. The parallel-twin engine layout supports smooth and predictable power delivery across varied conditions. By moving away from the <a href="https://www.autox.com/new-bikes/bmw/g-310-gs/">G 310 GS</a> platform, BMW shifts its focus to a slightly larger base that fits broader market needs and offers more flexibility in day-to-day use.</p><p>
      
    <img src="https://images.autox.com/uploads/2025/11/BMW-F-450-GS-(1)-1762317924611.webp" alt="BMW F 450 GS (1).jpg" style="width: 100%; height: auto;"></p><p>Production at the Hosur plant follows systems refined over years of collaboration between <a href="https://www.autox.com/new-bikes/bmw/">BMW</a> and TVS. Both brands continue to align on manufacturing standards, with BMW drawing from TVS’s established production capabilities. This structure allows the companies to meet demand in India and export markets while maintaining a steady and scalable workflow</p><p>
      
    
      
    <img src="https://images.autox.com/uploads/2025/11/BMW-F-450-GS-Engine-1762317917675.webp" alt="BMW F 450 GS Engine" style="width: 100%; height: auto;"></p><p>The production-spec version of the F 450 GS ADV was first shown at EICMA 2025. BMW confirmed the motorcycle’s engineering details and design, signalling a clear direction for the brand’s middleweight adventure lineup. The model is expected to attract riders who want a simple, balanced motorcycle that can handle highway runs and unpaved routes while staying true to the GS identity.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/news/bike-news/bmw-f-450-gs-production-model-revealed-at-eicma-2025-with-new-420cc-twin-cylinder-engine-122091/">BMW F 450 GS Production Model Revealed at EICMA 2025 with New 420cc Twin-Cylinder Engine</a></p><p>BMW has not revealed the launch date or pricing for India. Updates are expected as production continues to grow. The BMW–<a href="https://www.autox.com/new-bikes/tvs/">TVS</a> partnership remains central to BMW Motorrad’s global manufacturing plan, and the F 450 GS ADV is set to play an important role in strengthening BMW’s position in the expanding adventure motorcycle segment.</p>

BMW F 450 GS ADV Production Begins at TVS Plant in India

BMW F 450 GS ADV production begins at TVS Hosur plant, marking a new step in the BMW–TVS partnership as the motorcycle replaces the G 310 GS in the GS lineup.

<p>
    The team at autoX is no stranger to the X1 – be it in its petrol, diesel, or electric guise. Regular readers will recall we extensively tested the standard iX1 in our four-way comparison against the Kia EV6 GT, Volvo XC40 Recharge, and Hyundai Ioniq 5. So, it’s fair to say that we have a solid benchmark to measure its performance against most of its rivals.</p>
<p>However, BMW may have just checkmated the competition of that list with the new iX1 LWB. It gets more space and as an added bonus, it’s assembled right here in India. That not only makes it a lot more affordable than its ICE and electric counterparts but also its aforementioned rivals.</p>


<h2>BMW&nbsp;iX1 LWB Design &amp; Dimensions:&nbsp;Same Platform, Bigger Package</h2>

<p>Let’s start with design and styling – an inherently subjective part of any review. If you liked the aesthetics of the standard (and now discontinued) iX1, you are going to love the new iX1 LWB. If not, well….I’m sorry but this one looks pretty much the same.</p>

<div style="width: 100%; height: auto;" class="post-image">
    <img src="https://images.autox.com/uploads/2025/02/1740141909426-j23d-BMW-iX1-LWB-Front-Three-Quarter.webp" alt="BMW iX1 LWB-Front-Three-Quarter.jpg" style="width: 100%; height: auto;">
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<p>While the overall silhouette remains largely unchanged, the iX1 LWB has grown in length to 2,800mm – an increase of 116mm overall, with the wheelbase alone accounting for 108mm. While all that extra length has been added behind the B-pillar, its proportions still look balanced. Like a GQ model, it doesn’t suffer from an awkward long-legs-short-torso look – in fact it looks rather handsome.</p>

<p>Most of the design elements from the standard model have been carried over. However, one practical upgrade is the rear doors, which now open at a wider angle, making ingress and egress much easier for rear passengers. In terms of overall size, the iX1 LWB has now become closer to the previous-generation X3 – precisely the positioning that BMW was aiming for.</p>

<div style="width: 100%; height: auto;" class="post-image">
    <img src="https://images.autox.com/uploads/2025/02/1740141835830-hlvf-BMW-iX1-LWB-Rear-Seat-Space.webp" alt="BMW iX1 LWB-Rear-Seat-Space.jpg" style="width: 100%; height: auto;">
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<p>As a result, what you now get is the widest and tallest cabin in the segment, offering ample legroom to lounge and relax. Even with two passengers over six feet, neither will have any reason to complain. That said, the under-thigh support is a bit of an issue due to the tall footboard – an unfortunate byproduct of the ICE-to-EV conversion process. To further enhance the rear-seat comfort, BMW has increased the legroom by 109mm and even extended the seat cushion length by 15mm. While features remain similar and aplenty, I do wish BMW had gone a step further by adding separate AC blower controls and sunblinds – it would have been a perfect finishing touch for an otherwise well-appointed cabin.</p>



<h2>iX1 LWB Driving Experience: Single-Motor Performance</h2>

<p>Now, while the iX1 LWB gains extra space, it sacrifices a bit of performance. To make the price tag more appealing, BMW has opted for a single-motor setup instead of the twin-motor configuration of the standard iX1.</p>

<div style="width: 100%; height: auto;" class="post-image">
    <img src="https://images.autox.com/uploads/2025/02/1740141822845-90ht-BMW-iX1-LWB-Rear-Three-Quarter.webp" alt="BMW iX1 LWB-Rear-Three-Quarter.jpg" style="width: 100%; height: auto;">
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<p>Essentially, the iX1 LWB now gets a front-wheel drivetrain with a 66.4kWh battery pack, producing 204bhp and 250Nm of peak torque. When you step on the throttle pedal, there’s a noticeable shove but not as instantaneous and explosive as offered by the twin-motor setup of the standard iX1. However, thanks to the FWD configuration, it feels lighter and more nimble – it behaves more like a lukewarm hatchback than an all-out luxury electric SUV.</p>

<p>There is less understeer, and the dynamics feel sharper than the twin-motor version’s. In relentless Indian traffic, it’s light, agile, and easy to throw around, making it surprisingly fun to drive in everyday conditions.</p>

<h2>Why the BMW iX1 LWB Makes Sense for Families</h2>

<p>If Dominic Toretto were more practical, lived in India, and needed an everyday runabout for the family, I’d ask him not to overlook the iX1 LWB. It offers significantly more space, making it a better and more well-rounded family SUV. And since it’s now assembled in India, it has a price tag of ₹49 lakh (ex-showroom). A luxury family SUV with a BMW badge on the bonnet that costs less than most rivals? That‘s a dream come true for many. And the best part? Despite its practicality, the iX1 LWB doesn’t compromise on BMW’s signature driving excitement.</p>


<iframe width="853" height="480" src="https://www.youtube.com/embed/BGt7lamIJNo" title="BMW iX1 LWB 2025 India | First Drive Review | This Changes Everything | EV SUV | autoX" frameborder="0" allow="accelerometer; autoplay; clipboard-write; encrypted-media; gyroscope; picture-in-picture; web-share" referrerpolicy="strict-origin-when-cross-origin" allowfullscreen=""></iframe>

<p>[tabs]</p>

<p>[tab title="<strong>BMW iX LWB</strong>"]</p>

<p><strong>Engine:</strong> Single-Motor </p>

<p><strong>Transmission:</strong> Single Speed FWD</p>

<p><strong>Power:</strong> 204bhp </p>

<p><strong>Torque:</strong> 250Nm</p>

<p><strong>Range:</strong> 531km (MIDC)</p>

<p><strong>Price:</strong> ₹49 Lakh Ex showroom</p>

<p><strong>X-Factor:&nbsp;</strong><em>More space, sub-Rs 50 lakh price tag, and a BMW badge – enough said!</em></p>

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    <tbody>
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            <td>
                <p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
                    •&nbsp; Handling, Space &amp; BMW Badge Value</p>

            </td>
            <td>
                <p><strong>Cons</strong><br>
                    • Manual Steering Adjustment, No Rear Sunblinds </p>
            </td>
        </tr>
    </tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

BMW iX1 LWB Review - Zeal Appeal

BMW X1’s electric LWB iteration is here to spice things up, offering X3-like space with a price tag of ₹49 lakh. Is it too good to be true?

<p>I’m a massive BMW M fan, and within that quite rapid niche, I’m very specifically an M5 fan! </p><p>But, while I was looking forward to driving the new 717 horsepower M5, I was also a little concerned – since it’s now also carrying the weight of a small electric motor and battery pack. So, it would certainly be fast, but would it still be athletic?</p><h2>A Brief History of the BMW M5</h2><p>But first, a quick crash course on the history of the M5.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/11/BMW_M5_E28_autoX-1763455467204.webp" alt="BMW_M5_E28_autoX.jpg" style="width: 100%; height: auto;">
      </div>
    <p>The original – the E28 – is a legend! It created the category of super sedans in the 80s. BMW took a regular four-door sedan &amp; plonked their motorsport engine from the M1 in it and a brand-new era of sport sedans was born. Yes, it was a bit soft and wallowy, but it’s also super engaging to drive.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/11/BMW_M5_E34_autoX-1763455660128.webp" alt="BMW_M5_E34_autoX.jpg" style="width: 100%; height: auto;">
      </div>
    <p>The second-gen, the E34 – made famous in that incredible car chase in the film Ronin – is an amazing car to drive. It’s not that fast by modern standards, but there’s a goodness in the way it goes down the road. The throttle pedal is long &amp; progressive – that was the traction control of the era. You controlled the power delivery not through fancy electronics but with your right foot.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/11/BMW_M5_E39_autoX-1763455817387.webp" alt="BMW_M5_E39_autoX.jpg" style="width: 100%; height: auto;">
      </div>
    
  <p>The third-gen – the E39 – is one of my favourite cars of all time. Under the hood, it had a 4.0-litre naturally-aspirated V8 that made 400 horsepower. It was super luxurious and incredibly playful – the perfect combination for a daily driver and a car in which to cross continents.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/11/BMW_M5_E60_autoX-1763456029678.webp" alt="BMW_M5_E60_autoX.jpg" style="width: 100%; height: auto;">
      </div>
    
  <p>The fourth-gen – the E60 – had a monster 5.0-litre V10 that was taken straight out of an F1 car. Perhaps one of the most incredible engines of all time. Sadly, it was plagued by a single-clutch SMG gearbox that was clumsy and just couldn’t keep up.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/11/BMW_M5_F10_autoX-1763456257676.webp" alt="BMW_M5_F10_autoX.jpg" style="width: 100%; height: auto;">
      </div>
    <p>The F10 grew bigger, more luxurious and even more powerful thanks to a pair of turbos. It was monumentally fast, but it was just too heavy and unwieldy for my liking. The F90 was more of the same, although I never drove the famed CS model. </p>
  <h2>BMW M5 G90 Hybrid Performance: Power Meets Weight</h2><p>You would think that the G90, the latest M5, with hybrid tech, at two-and-a-half tonnes, would be just too heavy to be fun to drive. But, with 717bhp &amp; 1,000Nm, and zero lag in power delivery, thanks to the electric motor, it’s an absolute blast from behind the wheel.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2024/12/BMW-M5-Launched.jpg" alt="BMW M5 Launched" style="width: 100%; height: auto;">
      </div>
    <p>It’s more luxurious and better kitted out than ever, but it’s also incredibly fast and fun to drive. And, with an all-electric range of 69 kilometres, you could argue that it’s just that little bit more responsible than before too. I thought it would be numb and forgettable, instead it turned out to be super-fast, engaging and incredibly desirable.</p>
  <p>100km/h comes up in just 3.5 seconds, so you know that power is stupendous. But, crucially, so is the chassis and body control. Yes, on quick weight transfers, you do feel the sheer heft, but other than that it’s incredibly easy to hustle around the racetrack. Thanks to the four-wheel drive, you can just point-and-shoot. It simply hunkers down and goes looking for less able prey to harass out of its way. And with that big, black snout (which is illuminated at night for added effect), you can bet that it clears a path with no trouble at all.</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/01/1738237643646-032a-BMW-M5-steering-wheel.webp" alt="BMW M5-steering-wheel.jpg" style="width: 100%; height: auto;">
      </div>
    
  <p>The best part of this M5 isn’t that you can actually use it as a track car, it’s the fact that it’s incredibly comfortable, luxurious and spacious while also being insanely fast at the same time. Frankly, it’s a good thing that you won’t be taking it to a track on a regular basis. My assumption is that, with the traction control system working overtime to keep all that power and weight in check, your brake pads are likely to be toast sooner rather than later.</p>
  <p>So, you’re better off using the M5 as a fast and luxurious road warrior. You’ll be able to outgun pretty much everything else, and you can do it safe in the knowledge that no one else on the road would be foolhardy enough to get in your way. If that isn’t thug life, I don’t know what is…</p><div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/01/1738237604391-knvp-BMW-M5-Rear-View.webp" alt="BMW M5-Rear-View.jpg" style="width: 100%; height: auto;">
      </div>
    
  
  <p>[tabs]</p>

<p>[tab title="<strong>BMW M5</strong>"]</p>

<p><strong>Engine:</strong> 4,395cc Twin-Turbo V8</p>

<p><strong>Transmission:</strong> 8-Speed AT AWD</p>

<p><strong>Power:</strong> 717bhp </p>

<p><strong>Torque:</strong> 1,000Nm</p>
 
<p><strong>Fuel:</strong> Petrol-hybrid</p> 

<p><strong>Price:</strong> ₹1.99 Crore Ex showroom</p>

<p><strong>X-Factor:&nbsp;</strong><em>Still the fastest &amp; most capable luxury sedan in the world.</em></p>

<table cellpadding="1" cellspacing="1">
	<tbody>
		<tr>
			<td>
			<p><strong>Pros &nbsp;</strong>&nbsp; &nbsp;&nbsp;&nbsp; &nbsp;&nbsp;&nbsp;<br>
			•&nbsp; Insanely fast &amp; luxurious </p>

			</td>
			<td>
			<p><strong>Cons</strong><br>
			• Fast, yes, but also ridiculously complicated &amp; heavy </p>
			</td>
		</tr>
	</tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

BMW M5 First Drive Review - Thug Life

The brand new BMW M5 is a 717-horsepower thug, and it’s in no mood to pretend otherwise! But what happens when you take a thug to a racetrack?

<p>This Bavarian duo couldn’t be more different – one is a four-door family sedan, and the other is a two-door sports convertible. Yet, they share a common thread – both are powered by one of the greatest turbo petrol engines of all time – BMW’s B58 3.0-litre six-cylinder powerhouse.</p><p>Objectively speaking, it doesn’t make much sense to compare the M340i and Z4 M40i, for they are built for entirely different purposes. However, that ‘M’ badge…well, that’s where the trouble lies. Why, you ask? Well, because that badge signifies that both vehicles have been primarily designed to offer one thing – sheer driving pleasure. So, putting their purposes aside, the question is – which of the two is the more engaging 40i?</p>
  <h2>BMW M340i Review – The Ultimate Sleeper Performance Sedan</h2><p>Guess which one’s more expensive between the two? Yes, you’re right – it’s the Z4. Now, guess which one is more powerful and quicker? Well, nope, you’re wrong this time. It’s the M340i!</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2023/05/BMW-M340i-Front-Three-Quarter.jpg" alt="BMW M340i Front Three Quarter" style="width: 100%; height: auto;">
      </div>
    </p><p>Would it be fair to say that the M340i is the most complete performance car under a crore? I’d say it is. The M340i is the kind of product that isn’t about asking what you get for your money, but what is it that you don’t? You get my drift? There’s virtually everything that it brings to the table – high performance, impeccable dynamics, four-door practicality, and the latest tech. Plus, when you’re not aiming for the 1/10ths, it’s a luxury sedan par excellence. And the icing on the cake is its phenomenal pricing. The first time I drove the M340i, about four years ago, I called it ‘the bargain M3’. Even after all these years, that statement still holds true.</p><p>Now, BMW has tweaked the M340i to make it more user-friendly in India, but it retains the sleeper soul of the original. In short, the star of the show is still the B58 engine, pushing out nearly 370 horses and 500Nm of twisting force. Cutting straight to the chase, the B58 is an absolute firecracker of an engine. Push the pedal to the metal and this engine propels the M340i from a standstill to license-cancelling speeds in no time.  What’s more, it can do the 0 – 100km/h sprint in just 4.4 seconds, which not only makes it the fastest accelerating Made-in-India ICE vehicle, but that’s also half a second faster than the legendary V8-powered E90 M3. That’s quite something.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/01/1738235868131-ortc-BMW-M340i-Taillight.webp" alt="BMW M340i-Taillight.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>There’s no denying though that it’s not a real M car – which means it often gets slagged, mostly by trolls, on the internet for featuring an M badge. But if you ask me, it feels like an M car 80% of the time. That’s no way a bad deal because while it has the go of an M car, it’s not constantly on edge. In fact, with just a press of a button it turns into a docile luxury sedan. More so in the latest version, since it now gets the M Adaptive Suspension as standard. As a result, the ride isn’t jarring all the time – it’s supple, quiet, and absorbent on bad roads. It feels like a proper luxury sedan – until you turn to Sport or Sport Plus modes. Then all hell breaks loose!</p><p>When you’re blasting down a straight, the M340i – with its all-wheel drive or xDrive system – is blistering fast and sticks to the road like a leech. The grip, traction, and stability – all impeccable. Around corners, it’s much the same story. It corners like it’s being driven on rails. The new flat-bottom M steering wheel is direct and precise, and the nose darts around turns without missing a beat. What’s more, the overall composure and adjustability of this chassis is simply remarkable. Classic BMW traits.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/01/1738235837048-oxv8-BMW-M340i-side-profile-dynamic.webp" alt="BMW M340i-side-profile-dynamic.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>But you might argue that it’s not rear-wheel drive. Well, no, it’s not. But, this is still a BMW at heart, which means that the xDrive system unashamedly favours the rear axle.  So, while cornering hard, you can always sense the car being pushed and rotated from the back. The handling is delectable, period.</p>
  
  
  
  <p>If there’s one slight criticism I have, it’s that the M Adaptive Suspension in the LCI version has made it a little too plush – even in the sportiest of settings, there’s a bit more boy roll compared to the old car. It’s still incredibly sharp for a four-door family sedan, but it doesn’t seem to be fully committed to the cause. Let’s just say that it’s now easier to live with on a daily basis on our roads, and I completely understand why BMW chose to do that.</p><p>On the flip side, what has become better, surprisingly, is the noise. This thing is markedly louder than the outgoing version. I distinctly remember being underwhelmed by the whole experience of the previous model  – even while driving at the speed of sound, it always felt a little muted inside. But not this one – it growls. It pops and bangs on the overrun, and you don’t have to stick your ear to the exhaust – it’s easily audible in the cabin. Now, of course, you might argue that this is nothing but BMW’s infamous piped-in noises coming through the speakers. However, I rolled down all four windows, stuck my head out, and noticed that it was very much a genuine noise coming straight from the exhaust pipes.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/01/1738235910090-1qap-BMW-M340i-steering-wheel.webp" alt="BMW M340i-steering-wheel.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>What makes life feel even better in the M340i is its interior. This isn’t a stripped-down performance car on that front – it’s a full-on luxury car instead. You get BMW’s latest iDrive 8.5, along with the new-age Curved Display with two screens. There are all the creature comforts that you get in a regular 3 Series, meaning it’s opulent and tech-laden. Plus, the new Vernasca black leather upholstery, combined with contrast blue stitching and a heavy dose of carbon fibre, is so tastefully done.</p><p>The M340i is irresistible, and of that, there’s no doubt. But can it better the Z4 – a two-door sportscar with limitless headroom – as the ultimate driving machine? If you ask me, it’s got its work cut out!</p>
  
  
  <h2>BMW Z4 M40i Roadster Review – Open-Top Thrills</h2><p>The moment you jump into the Z4, especially after experiencing the M340i, you realise the difference between a performance car and a sports car. In the Z4, everything feels more serious. You sit low, almost on the floor, the seats are narrow, the overall sense of space is tighter, and every control is more driver-focused. The dashboard is tilted towards the driver, the M steering wheel – it’s perfectly round here – is smaller and has a thinner rim, and the pedals are relatively closer to each other.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/01/1738235979507-46rw-BMW-Z4-M40i-steering-wheel.webp" alt="BMW Z4 M40i-steering-wheel.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>Now, one important thing to note is that tech and gadgets here are a generation behind what you get in the M340i. So, no curved displays or big screens. What you get instead is the old iDrive 7 with two 10.25-inch screens – one for the infotainment and the other as a driver display. Compared to the M340i, this interior does feel outdated, but we’re not here to play with screens – not on this occasion, at least.</p><p>Because the Z4’s cabin feels a generation older, it has a more analogue and old-school charm of the two. Plus, it comes with a proper gear lever, instead of the soulless toggle button / shifter of the M340i. Now, let’s move to the juicier bits. The Z4 does not have an M avatar and thus the M40i is the top-spec version of the roadster that money can buy. Although, if you happen to be anywhere else in the world, there’s something called the Toyota Supra for you, which is based on the same platform as the Z4 – but that’s a story for another day.</p><p>In terms of the hardware, the Z4 M40i gets more or less the same kit as the M340i – M Adaptive Suspension, M Sport Differential, M Brakes, and, of course, the B58 firecracker.  However, there’s a catch. The Z4’s B58 is offered in a lower state of tune in India, producing 335bhp and 500Nm. A bit of a downer, considering BMW offers it in a more powerful state of tune in global markets. There’s a manual transmission on offer, too, but in India, it’s only offered with the 8-speed ZF auto, the same as the M340i. On the upside, it can still crack 0 – 100km/h in 4.5 seconds, and unlike the M340i, it’s a pure front-engine, rear-wheel drive machine.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/01/1738236134428-2mf9-BMW-Z4-M40i-Motion.webp" alt="BMW Z4 M40i-Motion.jpg" style="width: 100%; height: auto;">
      </div>
    </p><p>If you stomp on the A-pedal in the M340i carelessly, its AWD and long wheelbase ensure that you’re well taken care of. But do the same in the petiter RWD roadster, and it won’t hesitate to throw caution to the wind, resulting in a furious wheel spin and fishtailing. Sure, the traction control and electronics reign it in before you end up embarrassing yourself, but it does send a warning to your senses. It’s lively but in a fiery way.</p>
  
  
  <p>Once the Z4 gains traction, though, it takes off with blistering speed. There’s no dearth of performance, as it picks up pace quickly, all while making glorious noises. And that difference of 0.1s hardly matters, especially when the roof is down, the sun is shining on your receding hairline, and you feel the full force of Delhi’s filthy air against your face. That’s what a convertible does – it creates a sense of occasion even in such dystopian times.</p><p>Surprisingly, the Z4’s exhaust produces understated noises. Even with the roof down, it’s not as loud. However, the induction noise is deeper, and the pops on the overrun are bassier. Put the roof back up – it takes only 10 seconds to open or close the roof – and it becomes even more muted. However, if you do a rev battle at a standstill, it’s the Z4 that produces a throatier and louder noise.</p><p>In the handling department, the Z4 is every bit a sports car, and then some. The nose is sharp, and it’s more agile for obvious reasons. Despite being RWD, the traction is phenomenal. It never loses composure around corners regardless of how hard you push it. There’s some movement at the back when you turn the TC off, but to break traction and slide – and to catch the tail back again – you would have to be a driving god! It’s unshakeable. This is also down to its tyres. While both the M340i and Z4 feature 19-inch staggered set, the latter gets fatter tyres – 255/275 vs 225/255 at the front and rear. The wider contact patch makes all the difference.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/01/1738236143534-9g8z-BMW-Z4-M40i-vs-BMW-M340i-side-profile-dynamic.webp" alt="BMW Z4 M40i vs BMW M340i-side-profile-dynamic.jpg" style="width: 100%; height: auto;">
      </div>
    </p>
  <p>Then there’s the suspension. The Z4 has a stiffer setup, and you can feel it when you’re pushing it around corners. However, its roadholding isn’t as impeccable as the M340i, for the Z4 tends to hop and skip when the surface isn’t silky smooth. There’s also a lot of side-to-side movement, and it feels excessively rigid in its Sport modes. The steering is direct, but it’s got an artificial heft unlike the M340i, which feels better weighted and consistent through and through. It’s a similar story with the gearbox. The ZF 8-speeder is identical in both vehicles, but it offers snappier shifts, especially in manual mode, in the M340i.</p><p>Much like the M340i, the Z4 can go from being a rowdy machine to a gentle luxury car in no time. Despite having a soft top, the noise insulation is impressive, and the overall refinement is simply brilliant. What’s more, in Comfort mode, the suspension is supple and the ride isn’t bone jarring. In fact, for a sports car, it’s surprisingly easy to live with, even on Indian roads. Even the ground clearance is decent. The only thing you have to deal with is the attention it garners  – it’s an outright head-turner.</p><h2>BMW Z4 vs M340i – Which 40i You Should Buy?</h2><p>Having driven both the 40is to my heart’s content, I can convincingly tell you that there’s no loser here. They are both fantastic driver’s cars, with a lot of character and charisma. That said, if you put a gun to my head, along with a crore in my bank account, I’ll give you a clear winner in terms of sheer thrills. It’s the M340i. Not only is the B58 drivetrain livelier, louder, and more engaging in the M340i, but it’s also more playful in terms of driving dynamics. The fact that it happens to be a four-door practical sedan and considerably more affordable than the Z4 only makes the whole deal sweeter.</p><p>
      <div style="width: 100%; height: auto;" class="post-image">
        <img src="https://images.autox.com/uploads/2025/01/1738235940255-dmnn-BMW-Z4-M40i-vs-BMW-M340i-Front-Three-Quarter.webp" alt="BMW Z4 M40i and M340i" style="width: 100%; height: auto;">
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    </p><p>As for the Z4, it may not be an outright driver’s delight as the M340i, but it has a greater sense of occasion for sure. And in terms of performance and handling or sheer driving thrills, it trails the M340i only by a whisker or so. But that’s precisely it – it trails its four-door siblings, and not leads. So, from a driver’s perspective, it’s the M340i, which is the better 40i of the two. This also means that, for me, the M340i is now also the most exciting car under a crore, in addition to being the most complete.</p>

<p>[tabs]</p>

<p>[tab title="<strong>BMW M340i</strong>"]</p>

<p><strong>Engine:</strong> 2,998cc  6-Cylinder</p>

<p><strong>Transmission:</strong> 8-Speed AT AWD</p>

<p><strong>Power:</strong> 369bhp </p>

<p><strong>Torque:</strong> 500Nm</p>
 
<p><strong>Fuel:</strong> Petrol</p> 

<p><strong>Price:</strong> ₹74.90 Lakh Ex showroom</p>

<p>[/tab]</p>

<p>[tab title="<strong>BMW Z4 M40i</strong>"]</p>

<p><strong>Engine:</strong> 2,998cc  6-Cylinder</p>

<p><strong>Transmission:</strong> 8-Speed AT RWD</p>

<p><strong>Power:</strong> 335bhp </p>

<p><strong>Torque:</strong> 500Nm</p>
 
<p><strong>Fuel:</strong> Petrol</p> 

<p><strong>Price:</strong> ₹90.90 Lakh Ex showroom</p>

<p>[/tab]</p>

<p>[/tabs]</p>

BMW Z4 vs M340i Comparison Review - Naughty 40ies

Two BMWs. One heart. Different beats. One’s a stealthy four-door missile, the other a wild drop-top. But when it comes to pure thrills, which 40i truly delivers?

2025 Mercedes-Benz E-Class vs BMW 5 Series LWB Comparison Review - The Long Game

Can the long-legged 5 Series stretch the E-Class LWB to its breaking point? There was only one way to find out – a head-to-head battle.

<p>
717bhp and 1,000Nm, paired with hybrid efficiency and a properly luxurious cabin – all the ingredients for the perfect modern day M5. Or is it?</p>

<p>You see, the M5 has always been able to combine ultra-high performance with everyday usability, along with more than a smattering of luxury. The hybrid tech in this generation, though, has meant that the M5 has gained more than half-a-tonne in weight over its predecessor – tipping the scales at a substantial 2,435kg. That certainly hasn’t blunted its straight-line speed though. After all, the wallop of those 717 horses means that it achieves 100km/h in a scant 3.5 seconds. The trouble comes when you attempt to hurl those two-and-a-half tonnes around the short loop of the BIC. Despite the four-wheel drive, the M5 appears reluctant to pivot around its axis and put its power down unless its pointed dead straight. There’s a very apparent resistance mid-corner owing to its mass, which can be seen in its lap time. That’s not to say it’s not entertaining. You can turn off the all-wheel drive and simply smoke the rear tires in two-wheel drive mode, as you see here. That’s the beauty of having inherent BMW dynamics and over 700 horses.</p><p><strong>Also Read:&nbsp;</strong><a href="https://www.autox.com/videos/bmw-m5-track-drive-perfect-super-sedan-for-india-buddh-international-circuit-2024-autox-119253/"> BMW M5 Track Drive | Perfect Super Sedan for India? | Buddh International Circuit | 2024 | autoX</a></p>

<p>As a road car, and a stupendously fast luxury car, the M5 still fits the bill but its weight means it’s not quite the precision instrument of old. In this avatar, it’s more of a hammer. It looks imposing, and it goes like stink but it can’t hide the weight of that 18.6 kWh battery pack. Perhaps BMW should have taken a page out of the Porsche GTS playbook, which has a 1.9 kWh battery that keeps the turbos always on boost – that way it enhances performance without any penalty in weight. Of course, the M5 will be far more efficient on the highway, and it’s perhaps the perfect car in which to crush continents.</p><p><strong>Also Read:&nbsp;</strong><a href="https://youtu.be/gkFiJ_N9wck?si=k2dtUxv9R7epjtcR">BMW M5 Track Drive | Perfect Super Sedan for India? | Buddh International Circuit | 2024 | autoX</a></p>

<p>If the fastest Autobahn cruiser was the brief, then the M5 has nailed it. But the M5 legacy is a tough one to live up to. This generation is faster, yes, but certainly not as agile as before…
</p>

<p>[tabs]</p>

<p>[tab title="<strong>BMW M5 (Lap Time: 01.06.1)</strong>"]</p>

<table cellpadding="1" cellspacing="1" width="100%">
	<tbody>
		<tr>
			<th scope="col">PARAMETERS</th>
			<th scope="col">POINTS</th>
			<th scope="col">SCORE</th>
		</tr>
		<tr>
			<th scope="row">QUALITY</th>
			<td>5</td>
			<td>4.5</td>
		</tr>
		<tr>
			<th scope="row">COMFORT / SPACE</th>
			<td>5</td>
			<td>4</td>
		</tr>
		<tr>
			<th scope="row">REFINEMENT</th>
			<td>5</td>
			<td>4</td>
		</tr>
		<tr>
			<th scope="row">DESIGN</th>
			<td>5</td>
			<td>3</td>
		</tr>
		<tr>
			<th scope="row">DRIVETRAIN</th>
			<td>5</td>
			<td>4.5</td>
		</tr>
		<tr>
			<th scope="row">RIDE &amp; HANDLING</th>
			<td>5</td>
			<td>3</td>
		</tr>
		<tr>
			<th scope="row">PRACTICALITY</th>
			<td>5</td>
			<td>4</td>
		</tr>
		<tr>
			<th scope="row">X FACTOR</th>
			<td>20</td>
			<td>14</td>
		</tr>
		<tr>
			<th scope="row">LAP TIME</th>
			<td>15</td>
			<td>11.6</td>
		</tr>
		<tr>
			<th scope="row">VALUE FOR MONEY</th>
			<td>30</td>
			<td>7</td>
		</tr>
		<tr>
			<th scope="row">TOTAL</th>
			<td>100</td>
			<td>59.6</td>
		</tr>
	</tbody>
</table>

<p>[/tab]</p>

<p>[/tabs]</p>

BMW M5 at autoX Awards: Best Cars of 2025 Ranked

The new BMW M5 is a very quick luxury sedan. It looks imposing on the road and delivers strong performance with serious pace.

<p><em>I’ve dreamt of getting behind the wheel of this legendary machine for well over a decade. So, was it worth the wait?</em></p>

<p>They say you should never meet your heroes. Well, I’m not one to heed advice at the best of times. So, when presented with the opportunity of fulfilling a dream, I jumped at the chance.</p>

<p>By way of background, I should explain that the entire M3 lineage was lined up at the Portimao track for us to gawk at as we came to sample the latest mean machine from the M division. For further background, I’m afraid I have to backtrack a bit. You see, my first car was a 1987 (E30) 325is – the ultimate sports coupe developed in Bavaria at the time, until the M3 came out that is. Now, the M3 was a proper homologation special. It was developed so BMW could go touring car racing. The rules at the time stipulated that 5,000 road-going versions of the car had to built and offered to the public. So, Mercedes developed the 2.3-16 Cosworth powered 190E’s, and BMW developed the M3 – and a couple of legends were born! The M3 went on to become one of winningest cars in touring car history with championship successes across the globe.</p>

<p>The road-going version was just a slightly watered down version of the race car. It was a 3 Series on anabolic steroids. It had a wider track, massively flared fenders, a beautifully integrated wing that masked the entire rear deck-lid. The beautifully smooth six cylinder power unit made way for a lighter and much buzzier (and, of course, more powerful) 2.3 litre naturally aspirated four-cylinder unit that developed 200 horsepower and upwards in its various guises. The car that I sampled was the last of the lot. It was a Sport Evolution from 1990, and it produced almost 240 horses from an engine was massaged to 2.5 litres – that’s just shy of the magical 100 horsepower per litre mark.</p>

<p>It’s a car that I’ve wanted to drive for a very long time indeed, but one that’s eluded me thus far. I mentioned in my editorial a few months ago that it’s one of the top-three cars in my dream garage – it’s that far up the list! A few years ago, in Europe or the US, you could pick up a&nbsp;BMW&nbsp;E30 M3 for reasonable money – but off late their values have skyrocketed, and good, unmodified examples are virtually impossible to come by. This particular car is the one that the BMW M division uses to showcase the glorious history of the M3 – that one car! So, while Benjamin Titz, the head of PR for the M division, was incredibly kind to let me have a go, it wasn’t before issuing a few stern warnings. No high revs, no sliding, no monkeying around, and definitely no crashing – otherwise both of us would have to answer to the head of BMW no less. Suffice to say, he got the point across.</p>

<p>So, I showed up at the track after having spent the entire night dreaming of what it would actually be like to drive. Would I be disappointed, because some things are just better in your imagination? Well, I was about to find out.</p>

<p>The first thing I did was pop the hood to savour the sight of that beautiful lump of engineering brilliance under the bonnet. It’s very impressive, with its M lettering and individual throttle bodies. But, it’s an incredibly small power unit on the whole. My 2.5 litre in-line six filled the entire engine bay, while this leaves a gaping hole between the block and the radiator. Nevertheless, the engine settled into a calm, if slightly high pitched, idle after a few seconds. It certainly sounded like a thoroughbred, and, therefore, a little finicky at idle.</p>

<p><img alt="BMW E30 M3 Gear Lever" class="alignleft size-full wp-image-27981" src="/uploads/2014/07/driven-bmw-e30-m3-july-2014-pic8.jpg" style="width: 700px; height: 375px;" title="E30 M3" /></p>

<p>Once in the drivers’ seat, I felt like I had come home again. The cabin layout, like everything else about this car, consists only of exactly what you need and nothing more. The thin-rimmed Alcantara covered three-spoke steering wheel isn’t adjustable. And yet finding the perfect driving position is no trouble at all. The thinly padded sport seats fit like a glove. The gear lever falls perfectly to hand, and the pedals are perfect. BMW has always known how to do ergonomics that are spot on. The centre console looks archaic in this day and age, but it has character. It also hammers home the point that there are no electronics in this car whatsoever to interfere with the driving experience. It’s a fully mechanical experience – one that I felt very privileged to embark on. I had just half-an-hour on the roads alongside the track. So, I had to press on.</p>

<p>Like some of the other homologation specials of that time, this car has a dogleg first gear – which means that first is down and to the left, where you would ordinarily find second. This is so second-to-third is an easy and fast shift in racing conditions. So, into first we went, and I released the clutch gently. The engagement was perfect, and immediately the car felt extremely torquey from the get-go – very unlike a modern four-cylinder petrol unit. It felt like it was straining at the leash the whole time – like it was urging you to explore the upper reaches of the rev range. The steering felt heavy at first, but then came alive as you picked up some pace. The steering wheel itself is angled away from you, so it’s certainly quite old school. But, again, it feels very natural at the same time. I have to confess that I’ve always loved the E30, and getting into a rhythm behind the wheel of this erstwhile race-car-for-the-road was no trouble at all. Yes it took some getting used the gears – the dogleg of course along with the long throws and shift linkages that aren’t quite as precise as the latest gen M3.</p>

<p>Once the engine was warmed up, I went up through the gears with a little bit of urgency and I was amazed at the strength of the power delivery. The engine, at any revs, in any gear, just pulls towards the redline like it’s addicted to speed – which, of course, it was (and is). Before I knew it, I was doing 150km/h in fifth gear at 4,000rpm with the engine begging for more. The motor was buzzing, and the whole car just felt alive. You could almost feel every rotation of the crankshaft through the gear lever. This is a car that does the opposite of isolate you from the driving experience. It makes you feel like an integral part of the driveline.</p>

<p><img alt="New BMW E30 M3 Engine" class="alignleft size-full wp-image-27982" src="/uploads/2014/07/driven-bmw-e30-m3-july-2014-pic7.jpg" style="width: 700px; height: 375px;" title="E30 M3" /></p>

<p>By now, we were both – me and the car – a little warmed up. So, as we came to a roundabout, I pushed just enough to make some important discoveries. For one, the brakes can’t really be compared with the carbon ceramics of the modern M3 – no surprise there – and, secondly, the car is, of course, a lot softer than its modern equivalent. I got some initial understeer when pulling out of the roundabout and I daren’t do anything to convert that to oversteer since I still had Benjamin’s warning ringing in my ear. Instead, I settled the car and powered off towards a winding country road with blind crests, narrow bridges, and broken tarmac – and that’s where this beautiful car really came into its own. I was reminded of some incredible You Tube videos of the M3 racing through European rally stages at breakneck speed back in the day. The suspension was supple enough to ride over the bumps without upsetting the chassis, and the whole car seemed to seamlessly flow from corner-to-corner. I was so engrossed in clutch, brake, blip, downshift, and then accelerate again that I almost forgot about the limited time that I had with the car. Just as I was really starting to get into a rhythm, it was time to turn back. And so I did, but by now I was really comfortable in the drivers’ seat of this legendary M3 – and so I couldn’t help but push just a little more on the way back. I was rewarded by a car that was incredibly light on its feet, ever willing to turn-in, and completely neutral on this undulating Portuguese country road. And I was completely in awe of this phenomenal motor. I remember how smoothly my old 2.5 litre in-line six would sing all the way to the redline, but it did require you to keep the revs up. This four cylinder, meanwhile, seemed to have an infinitely wider powerband. It just gave you a shove in the back no matter what the engine speed.</p>

<p>Before I knew it though, there I was driving back towards the entrance of the Portimao circuit. I put my windows down to savour the sound one last time as I drove through the tunnel under the track. I parked the car exactly where I had found it not so long ago and sat in the drivers’ seat for a few seconds savouring the moment before I turned off the ignition to end the drive of a lifetime. I took one final walk around the car, grinning like a love-struck fool as I was completely seduced by its square lines and pure driving experience. Believe me, if you ever get the chance to meet your heroes, grab it – with both hands!</p>

<p><em>In this issue, we’ve sampled both the original M3, the E30, and the latest version, the F80 M3 and F82 M4, but what about the equally glorious machines in the intervening years? Here’s a quick recap:</em></p>

<p><img alt="2014 BMW E30 M3" class="alignleft size-full wp-image-27977" src="/uploads/2014/07/driven-bmw-e30-m3-july-2014-pic12.jpg" style="width: 700px; height: 375px;" title="E30 M3" /></p>

<p><strong><em>E36</em></strong></p>

<p>The E36 M3 was produced between ‘92 &amp; ‘99, and it featured an incredible 3.0 litre, straight-six engine that produced 280 horsepower. The first time I drove the car was in the States about a decade-and-a-half ago. It was a short drive, but I remember it like it was yesterday – that’s how much of an impact that car made. Even though the US-market cars were 40 horses short of the European spec, the engine was incredibly smooth, as BMW straight-sixes typically are – and this one was equally torquey as well. The steering was just as responsive and beautifully weighted as I had dreamt it would be, and the whole car just felt right. It’s one of those cars that just wraps itself around you, and feels absolutely perfect from the minute you turn the ignition. In fact, the brief time that I spent in the driver’s seat of the E36 M3 all those years ago made such an impression that, for the past few years, I’ve been trying to build an E36 325i up towards the legendary performance levels offered by the M3. Make sure to read our feature on that transformation on the next page.</p>

<p><em><strong>E46</strong></em></p>

<p>The E46 M3, which was produced from 2000 to 2006, was a bit of a transformational machine. It was a lot more aggressive than its regular sedan counterpart, and it seemed to signal the way forward for the M machines. The engine was a straight-six masterpiece that produced almost 333 horsepower from 3.2 litres – breaching the magic 100 horsepower per-litre mark. The E46 M3 was also the first M car to get a flappy paddle gearbox – courtesy of the F1-derived semi-automatic SMG transmission. Unfortunately, the only E46 M3’s I’ve driven have been with the SMG – and, like the first generation of many technologies, they were pretty terrible! To me, at least, it felt like the magic of the engine was robbed by a transmission that tried to dislocate your vertebra every time you pulled the paddle to change gears. To my eye, however, the E46 M3 CSL is one of the most beautiful M3’s of all time – save for the E30, of course. The power bulge, ducktail spoiler, and vents on the fenders all made it an incredibly good-looking machine.</p>

<p><em><strong>E90/92/93</strong></em></p>

<p>The E90 M3 was, visually, a more understated machine compared to its predecessor, but it was concealing a lot more firepower underneath. The M3 got a V8 engine for the first time – a 4.0 litre V8 with 414 horsepower that was derived from the 5.0 litre V10 used in the M5 of the time. It also got a double-clutch gearbox to remedy the ills of the SMG. So, on paper, it was one helluva machine. But, personally, I missed the shrillness and urgency of the straight-six. Sure, the V8 had bucket loads of power and torque, and it was incredibly refined, but it just didn’t get under my skin. It was the fastest M3 yet, with a phenomenal chassis and more grip than you could ever use on the road, but, to me, it just wasn’t involving enough. Don’t get me wrong, if offered one, I would graciously accept. Let’s just say I would jump far higher for joy if offered a brand new one instead, as the current gen seems to strike just the right balance between heritage and new-age – it’s seems very much in keeping with the storied history of this iconic alphanumeric name!</p>

<p><img alt="2014 BMW E30 M3 Motion" src="/uploads/2014/07/driven-bmw-e30-m3-july-2014-pic9.jpg" style="width: 700px; height: 375px;" title="E30 M3" /></p>

<p>[tabs]<br />
[tab title="1990 BMW (E30) M3 Sport Evolution"]</p>

<p><strong>Engine</strong>: 2,467cc / 4 Cylinders / 16 Valves / Dohc</p>

<p><strong>Fuel</strong>: Petrol</p>

<p><strong>Transmission</strong>: 5-Speed Manual /&nbsp;Rear-Wheel Drive</p>

<p><strong>Power</strong>:&nbsp;238bhp @ 7000rpm</p>

<p><strong>Torque</strong>: 240nm @ 4750rpm</p>

<p><strong>Acceleration</strong>:&nbsp;0-100Km/h – 6.3 Secs</p>

<p>[/tab]</p>

<p>[/tabs]</p>


BMW E30 M3 Review, Test Drive

Dreams don't always go fulfilled, right? Well, for me, I got a chance to drive my favourite Beemer, the BMW E30 M3, at the Portimao track, albeit with a couple of restrictions. Was it worth it? Read on.

BMW M3 [2018-2019]

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