BMW Neue Klasse concept main header

Chris D’Alessandro is a writer living in downtown Toronto. Growing up in a family of used car dealers and mechanics, he’s been immersed in car culture his entire life. A frequent contributor to VICE Canada, Chris’ screenwriting work has also won a Canadian Comedy Award. So, “hipster, wise-ass, gearhead” pretty much covers it. Follow Chris on Twitter @chrisdaless and Instagram @chrdalessandro

Standing in a room in Munich, Germany amongst about a dozen fellow journalists from across North America, I couldn’t help but recall a feeling I would get during my time in advertising. Before I would give a presentation — anxiety. Uncertainty. The constant pondering and shadowboxing of how your idea would be received in the room. And in the case of that room — full of auto journalists — I couldn’t help but feel a little empathy for our welcoming German hosts. Because auto journalists are, above all else, opinionated, particular, and jaded. Me especially.

Truthfully I was expecting to be shown another shapeless, faceless electric egg when I heard “concept for an electrified vehicle to be launched in 2025.” This was not to be an electrified version of an existing platform in the way the i4 is to the 4-series. This was to be a dedicated EV platform. And that sounded … worrisome for BMW.

<img class="aligncenter size-full wp-image-177633" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/02_Inform-11-scaled.jpg" alt="BMW Neue Klasse" width="2560" height="1707" />

I wouldn’t say there was quite an instant relief in the room when the Neue Klasse concept was revealed on stage. But there was certainly a warming towards the cars' presence. “That looks pretty good, right?” We all confirmed with one another. The more we looked, the more we agreed, the more we warmed to it.

And there was a lot to look at. The overall shape harkens back to BMWs of old. Not just the <a href="https://www.bmw.com/en/automotive-life/the-neue-klasse-from-bmw.html" target="_blank" rel="noopener">original 1962 Neue Klasse</a>, but its successors, like the 2002 and E30 3-Series. Walking around the car you just saw more and more of it.

<img class="aligncenter size-full wp-image-177631" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/02_Inform-15-scaled.jpg" alt="BMW Neue Klasse" width="2560" height="1706" />

The large, uninterrupted surfaces. The abundance of visibility and natural light into the cabin. The way the rear deck lid intercepts the rear window. That <a href="https://en.wikipedia.org/wiki/Hofmeister_kink">Hofmeister kink</a> C-pillar. The slanted “shark nose”. And of course, the unmistakable kidney bean grill — albeit reimagined for a solely electrified vehicle. It somehow all feels totally familiar and yet completely new at the same time.

“The design of the Neue Klasse is typically BMW and so progressive it looks like we skipped a model generation,” explains Adrian Van Hooydonk, Head of BMW Group Design.

Inside though is where things get totally futuristic and very, very “concept car”. It’s totally free of chrome, leather, and other distracting materials. Instead are bright cord materials and a flat bottom and top steering wheel. The interior design language looks like something out of The Jetsons — a kind of future-retro, post-modern motif — how people in the ‘60s imagined the future would look.

<img class="aligncenter size-full wp-image-177625" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/02_Inform-4-scaled.jpg" alt="BMW Neue Klasse" width="2560" height="1693" />
But perhaps the most striking feature is how the new BMW iDrive system is presented both in a central display and in a projection towards the windshield at the bottom of the driver’s eye line. Drivers can move information from the central display to this “BMW Panoramic Vision” display with a gesture. The projection idea is one you almost have to admit is pretty clever. You don’t need a giant screen. You don’t need a special kind of glass for the windshield — a crack, a stone chip, doesn’t matter. Your info continues to display.

There are other nice touches as well, like how the interior mood lighting will shift from hot to cool as the temperature control is adjusted.

<img class="aligncenter size-full wp-image-177628" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/02_Inform-24-scaled.jpg" alt="BMW Neue Klasse" width="2560" height="1714" />

The Neue Klasse boasts BMW’s upcoming sixth-generation eDrive which will be BMW’s first use of an 800-volt electrical architecture (on par with the Porsche Taycan). BMW claims the new eDrive will have 30 per cent more range, 30 per cent faster charging, and 25 per cent greater efficiency.

It also sets goals to reduce C02 emissions through its construction. A new plant in Debrecen is claimed to use no fossil fuels and will incorporate a wider use of raw and secondary materials in the manufacturing process.

<img class="aligncenter size-full wp-image-177633" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/02_Inform-11-scaled.jpg" alt="BMW Neue Klasse" width="2560" height="1707" />

It’s easy to get cynical doing this gig. You see a lot of the same thing over and over. You hear a lot of big, overreaching promises. And true enough who knows how much of the “Vision” design concept will make it into a final production model. That big greenhouse with the low doors and narrow B-pillars? I’m guessing go by the black lines on the glass if you want to see what the dimensions will really be. It’s hard to imagine that steering wheel making it to production. And those oh-so-slick embossed BMW badges? I sincerely hope they don’t lose them, but they don’t exactly seem mass-manufactured-friendly.

Still, it’s difficult to not look at the Vision Neue Klasse design concept without a little hope for the future. Especially if this is to be BMW’s core design language moving forward. Maybe the future won’t be boring, bland, and featureless after all. Maybe it will be warm, inviting, stylish, unobtrusive, elegant, and maybe most important of all, have some real character to it.

The BMW Vision Neue Klasse Is Damn Good Looking

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Having worked in the automotive industry in many roles for over 15 years and currently the Content Strategist for Wheels.ca - Kunal's obsession with cars goes back to his early childhood. Even now his insatiable thirst to be in the know of anything with wheels and a motor continues, and will likely never fade. His idea of bliss is the open road,  good tunes and a manual gearbox. Kunal is a member of AJAC (Automobile Journalists Association of Canada)

Personal luxury coupes like the 8 Series weren’t very common in the 90s and are even less so today. The original BMW 8 Series sold from 1990 to 1999 was a big, powerful, and luxurious grand touring coupe for customers with deep pockets and a penchant for long-distance driving. When the badge was revived two decades later, the formula remained the same, minus the V12 and pop-up headlights.

The current BMW M850i Coupe has been on sale since 2018 but there just aren’t many on the roads. <a href="https://www.wheels.ca/reviews/2023-porsche-911-carrera-4-gts-review">Porsche 911s</a> are a far more common sight. But for those who can afford it, the 8 Series represents a near-perfect execution of mechanical exuberance and utter comfort. Something that BMW is very, very good at.

<img class="aligncenter size-full wp-image-177581" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/DSC04681-scaled.jpg" alt="2023 BMW M850i xDrive Coupe" width="2560" height="1707" />

The Santorini Blue example parked in my driveway is imposing. It’s long, low, and wide, an exotic combination. If BMW set out to build its own version of the Ford Mustang, they’d end up with this M850i Coupe. The bimmer is bigger and softer, but the long hood and short rear deck with muscular fenders is textbook muscle car.

There’s muscle under the hood too. The 4.4L twin-turbocharged V8 produces an M-car-like 523 hp and 553 lb-ft of torque managed by an 8-speed automatic gearbox. BMW’s rear-biased all-wheel drive system ensures that the front wheels only engage when extra traction is needed, so the M850i is essentially rear-driven most of the time.

<img class="aligncenter size-full wp-image-177580" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/DSC04686.jpg" alt="2023 BMW M850i xDrive Coupe" width="2048" height="1365" />

Inside, the driver-centric dashboard is elegantly styled and offers a good balance of virtual and physical controls including the iDrive controller which continues to be a safer way to interact with all the tech in cars while on the move. Being a range-topping 8-Series, everything is covered in soft-supple leather. Turn the seat heaters on and the armrests warm up too. There’s a wealth of space for you and your lucky passenger. There are rear seats but they should be considered vestigial at best. Perfect for extra luggage. The big front thrones coddle as well as they support, and hours-long stints end in fatigue-free rest stops.

Getting down to business, for me, means selecting the sportiest Sport Plus driving mode. This enables the quickest gear changes, the most sensitive throttle response, and the firmest steering and damping. It also opens up the mufflers letting out all sorts of rude noises.

<img class="aligncenter size-full wp-image-177582" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/DSC04684.jpg" alt="2023 BMW M850i xDrive Coupe" width="2048" height="1365" />

Punch the accelerator and the great big hood of the M850i rises up as it catapults forward like a cigarette boat, emitting a guttural bellow the likes of which could only come from a marriage of brute force and sophisticated engineering. The force-fed V8 is a free-revving jewel of a powerplant with effortless power delivery aided by laser-quick shifts from the ZF 8-speed autobox. It’s enough to launch the M850i to 100 km/h in just 3.7 seconds. With that much power and torque, the bonkers 617-hp M8 just seems unnecessary.

The M850i has pinned down the perfect balance of ride and handling. It’s a big heavy car but 4-wheel steering helps mask its girth in the corners. In Sport Plus mode it's a big playful hooligan. It moves around slightly at speed, a consequence of weighing over 2 tons and the steering doesn’t deliver the clearest of messages to your palms but it’s nicely weighted and you never lose that sense of control. With intense torque delivery lying in wait to mutilate rear tires at a moment’s notice, corner exits require patience before you mash the throttle. The all-wheel drive system will allow some tail-wagging histrionics before the traction nannies slap you on the wrist and bring you back down to earth. The M850i is genuinely fun to drive and with its comfortable ride and huge trunk, it’s a car that’s easy to live with every day.

You also don’t have to crank up all the settings to max to get enjoyment out of the M850i. This is a car that’s just as content crushing miles on the freeway in the Comfort setting as it is storming craggy mountain passes in full attack Sport mode.

<img class="aligncenter size-full wp-image-177571" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/DSC04700.jpg" alt="2023 BMW M850i xDrive Coupe" width="2048" height="1365" />

<img class="aligncenter size-full wp-image-177577" src="https://wordpress.wheels.ca/wp-content/uploads/2023/09/DSC04691.jpg" alt="2023 BMW M850i xDrive Coupe" width="2048" height="1365" />

I fully understood the M850i on the open road. From its cosseting seats and an endless reserve of torque at your right foot, to the symphonic delights delivered by the $4900 Bower and Wilkins Diamond Surround Sound system, few cars deliver a grand touring experience this complete without shelling out nearly twice as much on a Bentley or Rolls-Royce.

It’s such a good car, you’d think there’d be more of them kicking around but then you think about what the car is and the small production numbers make sense. While it’s a relative bargain, few can justify garage space for what’s essentially a $137,650 toy. There’s also the Porsche 911 question, which isn’t a grand touring car per se, but one that works just as well for a younger clientele as it does for the well-heeled retirees more likely to thumb the brochure of this M850i.

As an ultimate expression of the best of BMW's worlds of sport and luxury, this M850i is a triumph. Better balanced than the balls-to-the-wall M8 but no less of an event to drive. It's a car that doesn’t really offer much of a business case for bolstering company coffers but it is instead a showcase of BMW’s best bits of the internal combustion era. For those who aren’t interested in a Porsche 911, a BMW M850i remains an excellent choice.
<h3>2023 BMW M850i xDrive Coupe</h3>
BODY STYLE:- 2+2 passenger, 2 door coupe

CONFIGURATION: Front-engine, all-wheel drive

ENGINE: 4.4-L twin-turbocharged V8; Power: 523 hp @5500-6000 rpm; 553 lb-ft @1800-4600 rpm

TRANSMISSION : 8-speed automatic

FUEL ECONOMY: (Premium Gasoline in L/100 km): 14.1 city; 9.9 highway; 12.2 combined

CARGO CAPACITY: 420 litres

PRICE: $ 119,900 (base); $137,650 (as-tested) price does not include taxes and fees.

WEBSITE: <a href="https://www.bmw.ca/en/home.html">BMW Canada</a>

2023 BMW M850i xDrive Coupe Review

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For over half a decade, Dan Heyman has written professionally about cars and car culture, specializing in luxury/performance vehicles, 4 x 4s and pickup trucks, with a micro city car or two thrown in for good measure. If he's not striking a spacebar, he's likely out photographing cars on the twists and turns of the Coast Mountain roads outside his hometown of Vancouver, BC, or cutting a line on a racetrack.

You’re coming around a bend, and all of a sudden, you’re dropping into a downhill left-hand sweeper that feels like the first half of the famous “Corkscrew” at WeatherTech Raceway Laguna Seca. Next, you’re around a right-had sweeper that may remind you of turn 1 at Mosport and then it’s up towards a blind crest with a left-hand kink that recalls a number of similar turns at Virginia International Raceway or Mid-Ohio.

All the while, you and the car are so in sync that while you only vaguely recall these corners, you feel like they are conquerable because the suede-clad wheel you have in your hands is connected to one of the most supreme track-special efforts we’ve seen from a manufacturer that knows a thing or two about building race cars and track specials.

While this all may seem like an Inception-style fever dream – you know, not sure where you came from, not sure where you’re going—it’s not. This is Area 27 Motorsport Park in British Columbia, Canada, a glorious stretch of tarmac surrounded by the vineyards and sprawling estates of the province’s Okanagan wine region. It is a world-class facility designed by none other than triple-crown winner Jacques Villeneuve. If that name and the number “27” seem familiar, it’s because they are; that’s the number Jacques’ late father, Gilles, used for his Ferrari F1 racer throughout the ‘70s and early ‘80s. A stylized image of his car sits above the bar in the facility’s social hall, while watercolours of him along with other greats such as his Ferrari teammate Alain Prost, Stirling Moss, and Jackie Stewart can be found sprinkled all over the facility’s walls. It’s not quite a shrine, but the dedication is obvious.

<img class="aligncenter size-full wp-image-177475" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/IMG_8532.jpg" alt="2024 BMW M3 CS" width="2000" height="1333" />

<img class="aligncenter size-full wp-image-177470" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/IMG_8455.jpg" alt="2024 BMW M3 CS" width="2000" height="1333" />

You know what else is obvious? The BMW M3 CS we’re here to sample. The bright Signal Green paint, carbon roof and mirrors, lightweight gold wheels and of course the yellow-tinted DRLs leave little to the imagination. It may not have the carbon trunklid or rear seat delete that its M4 CSL twin does, but there’s no question that the intentions of this particular M3 are just that: hardcore.

Inside, the theme continues with microfibre suede and carbon draped over pretty much everything, and top-drawer leather over the rest. The red band atop the steering wheel is an indicator that this is something special whether the car’s switched on or off, while the iDrive infotainment system’s specialized M displays (which allow you to pair your preferred chassis and powertrain settings with two wheel-mounted M buttons) are a great window to the performance underhood once you fire up the CS’ TwinPower turbo 3.0-litre inline-six. I also love the real carbon fibre finish on the shift paddles, which are almost magnetic in their response.

<img class="aligncenter size-full wp-image-177471" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/IMG_8462.jpg" alt="2024 BMW M3 CS" width="2000" height="1333" />

Speaking of underhood; more than just the power within, the ultralight carbon hood also shrouds an engine bay filled with strut tower braces and other chassis reinforcements. It all points to this CS being a performance sedan that should be taken very seriously not just as an on-road wizard, but a car that feels at home on-track, too.

While underneath all that aerodynamic addenda and bright paint the CS is still a saloon car with four doors, that’s where the similarities with any other 3 Series – M3 Competition included – end. Power has been bumped to 543 horsepower and 479 pound-feet of torque, up from 503 hp on the M3 Competition, though the torque figure remains the same. When set to its most aggressive settings, acceleration from stop is intense to the tune of 3.4 seconds to 100 km/h and just over 11 seconds to 200 km/h, which is absolutely manic. And the noise and touring car-like drama associated with the M3 CS makes for quite the event. The CS feels unlike any M3 before it, including the V8-powered M4 GTS. Which, by the way, was slower to the 100 km/h mark by about a second.

So you’ve gotten yourself to over 200 km/h on the long straight after turn one, and now it’s time to rein things in, which is where the CS really starts to strut its stuff.

<img class="aligncenter size-full wp-image-177477" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/IMG_8542.jpg" alt="2024 BMW M3 CS" width="2000" height="1333" />

<img class="aligncenter size-full wp-image-177472" src="https://wordpress.wheels.ca/wp-content/uploads/2023/08/IMG_8474.jpg" alt="2024 BMW M3 CS" width="2000" height="1333" />

The standard xDrive AWD system will shuffle power to wherever you need it, on-the-fly. If you really want to go all-out, you can lock out the front wheels and have it drive as a RWD car, but you do sacrifice traction, so the drifts are going to get a little leerier if you don’t watch it. I left it in AWD mode; the power delivery is such that it never gets in your way, and you will be faster on the track in that configuration.

We had the $10,900 ceramic brake option on our car and the stopping power is phenomenal, allowing the driver to focus on the track ahead, nail turn entries, apexes and exits and get on with it. It’s fantastic; the power of the brakes allows more focus on steering inputs, which are met with a response more akin to what you might find in a GT3. The nose goes precisely where you want it to with the more aggressive drive modes (or traction settings) allowing the tail to follow suit with just a little bit of slip right behind you. All the while, the comprehensive suspension tuning and chassis reinforcement keeps everything nice and neutral, the sticky Michelin Pilot Sport Cup 2 rubber providing the kind of grip you’d expect for a car that’s a cage away from going racing.

The M3 has always been a car that punches above its weight class but this is another level for the model. The main takeaway was just how similar it felt to much more track-based specials such as the 911 GT3, or a track pack-equipped Chevrolet Camaro SS 1LE. I wasn’t ready for that, but a few minutes in, and it felt perfectly natural.
<h3>2023 BMW M3 CS</h3>
BODY STYLE: Four-door performance sedan

DRIVE METHOD: front-engine/all-wheel drive
ENGINE: 3.0-litre inline six-cylinder, 543 hp, 479 lb-ft of torque

FUEL ECONOMY CITY/HIGHWAY/COMBINED: 14.6/10.5/12.7 L/100km

TRANSMISSION: 8-speed automatic

Cargo Room: 480 litres

Base MSRP: $148,000

WEBSITE: <a href="https://www.bmw.ca/en/all-models/m-series/m3-sedan/2023/bmw-3-series-sedan-m-automobiles-overview.html">BMW M3 CS</a>

&nbsp;

Track Test Review: 2024 BMW M3 CS

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Living in rural Nova Scotia, Matthew Guy has immersed himself in car culture for over 30 years and relishes the thought of a good road trip. A certified gearhead, he enjoys professionally writing about cars and is very pleased to contribute for wheels.ca.

His work has also appeared on Car Throttle, The Truth About Cars, and in CAA Magazine. Find him on Twitter @matthewkguy

This one is sure to enrage the penny pinchers who usually frequent this column in search of advice on good deals. After all, it isn’t every day that an SUV with a sticker price the better part of a quarter-million dollars is referred to in the same breath as a ‘base’ car. Let’s call this one “Ace of Base”, then.

Anyone who grew up in the ‘90s will appreciate that reference.

Back to cars. BMW has set tongues wagging with their styling experiments over the last few years, and the XM is certainly not immune to these conversations. An alarming snout adorns a face only a mother could slug, leading the way on a vehicle which comes with gold window trim as standard equipment. That’s right – BMW will charge you the princely sum of $1,500 for a Black Exterior Contents package to delete the offending metal and replace it with something a bit more subdued.

Six different exterior colours are on offer for $0, as they should be on a machine costing $245,580 before taxes. If you’re hellbent on searing the retinas of everyone on yer street, be sure to select Toronto Red and pair it with the no-charge gold accents. For maximum effect, a set of gold-trimmed 23-inch wheels are on the options docket for a cool $2,000. The standard 22-inch double spokes are on show here.

Under the hood is a twin-turbo V8 tag teaming a hybrid system, responsible for summoning 664 horsepower and 590 lb.-ft of torque. BMW claims a 0 – 100 km/h acceleration time in the mid-4-second range, sufficiently fleet of foot to blur the scenery and whisk this SUV out of sight of offended strangers. A sport automatic transmission with paddle shifters will assist your exit, as will all-wheel drive.

<img class="aligncenter size-full wp-image-176502" src="https://wordpress.wheels.ca/wp-content/uploads/2023/06/XM-int.png" alt="2023 BMW XM" width="1800" height="976" />

The interior of this XM has been gifted numerous items from the BMW toybox, including a "sculptural roofliner" crafted from Alcantara and featuring a 3D prism structure with ambient lighting. It’s tough to describe absent a live demonstration but suffice it to say anyone working at Ripley’s Aquarium will feel at home. Typical tech such as an enormous curved dashboard display, BMW’s digital cockpit professional, and head-up display are all present in this cabin. Also on tap are massaging front seats, quad-zone climate control, a Harman Kardon surround sound system ready to belt out everything from Adele to ZZ Top.

What We'd Choose 

If the standard H/K stereo isn’t sufficient for the audiophiles in your life, BMW will gladly rectify that for $5,500. This nifty sum nets a Bowers &amp; Wilkins Diamond surround sound system which is capable of banging out 1,475 watts from 20 speakers – four of which are hiding up in the aforementioned roofliner, playing along with a pair of subwoofers underneath the front seats (don’t tell BMW we call ‘em butt thumpers, ok?). For extra theatre, the system features illuminated elements in case your passengers missed the look-at-me exterior styling.

Hey, in this age of rampant inflation and skyrocketing interest rates, one might as well display their wealth if it is available. After all, it might not be yours much longer. Smoke ‘em if you got ‘em, folks.

Every week, wheels.ca selects a new vehicle and takes a good look at its entry-level trim. If we find it worthy of your consideration, we'll let you know. If not, we'll recommend one - or the required options - which earns a passing grade.

Base Camp: 2023 BMW XM

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Automotive journalist from Montreal, AJAC-member, and owner of claveyscorner.com

If there’s a performance division that shines brighter than most, it’s BMW Motorsport, more commonly known as M. Historically, when that coveted letter was slapped onto the rear of a BMW vehicle, the result was typically track-ready performance wrapped in a refined, mature, and enjoyable driver’s car.

What’s also interesting is how BMW has managed to sell the letter M even when applied to large SUVs, proving that a utility vehicle can in fact carve its way around a race circuit as fast as some sports cars. The X5 and X6 M are perfect examples of this. So is the brand new XM. And although the X7 M60i isn’t a “real” M, it still boogies like one.

There’s also this, the 2023 X3 M Competition, or essentially a beefier, taller BMW M3 Competition. I had the privilege of experiencing one again in late winter to see if it too deserves its M-car designation.

Olá Sao Paulo!

When the X3 M Competition isn’t painted in this very eye-catching Sao Paolo yellow paint, it’s a somewhat discrete machine. Unless you’re a BMW connoisseur, you could very well mistake this for any other mall-crawling BMW X3. Only the bigger brakes, quad exhaust tips, and M logos show hints of the X3 M’s capability. Otherwise, it’s remarkably inoffensive.

<img class="aligncenter size-full wp-image-176382" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/Guillaume-Fournier-Photographe-GFV_3685.jpg" alt="2023 BMW X3 M Competition" width="2080" height="1387" />

When I say the X3 M Competition is essentially a lifted M3, that’s because, well, it’s pretty much that. The platform is BMW’s Cluster Architecture (CLAR) that underpins a wide array of models, including the M3/M4 as well as the Toyota GR Supra.

And just like the M3 and M4, the X3 M is powered by a real M engine, the S58: a twin-turbocharged version of BMW’s infamous 3.0-litre straight six. In Competition form (the only version sold in Canada), that engine cranks out 503 horsepower and 457 lb-ft. It’s mated to an eight-speed automatic transmission, the same one found in the M3/M4 Competition. And just like those cars, the X3 M’s xDrive all-wheel drive system prioritizes the rear wheels. The driver can also manually disengage the front axle for a true rear-wheel drive experience.

Despite its similarities to the M3, an X3 M is still a proper SUV, weighing in at a full 600 pounds heavier than an M3 sedan. That’s due to larger suspension components, but also the brakes and wheels.

Two Cars in One

In this business, it’s cliché to write about a car having twin personalities. Today’s automobiles are so sophisticated that it’s now common to find vehicles equipped with different drive modes that alter handling and throttle characteristics.

But the X3 M pushes the Dr. Jekyll and Mr. Hyde ethos a step further by really transforming its behavior. In its softest setting, it’s business as usual in a good old BMW X3, albeit with a stiffer than usual suspension and – ahem – a rather high 14.8L/100 km fuel consumption average.

<img class="aligncenter size-full wp-image-176384" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/Guillaume-Fournier-Photographe-GFV_3690.jpg" alt="2023 BMW X3 M Competition" width="2080" height="1387" />

I really had a chance to sample this machine’s multi-facetted personality while I was driving it through a tough early Spring snowstorm. Since it was impossible for me to give this performance tool a good run for its money in such conditions (one would need a racetrack to properly do that anyway), I had a stab at the X3 M’s customizable settings, controllable via two red M buttons located on the steering wheel.

In M1 mode, I had tailored the X3 M to be as docile as a pet elephant. All traction systems were on, while the automatic transmission was set to its tamest setting. I even setup a quieter exhaust tone.

In this configuration, I was able to enjoy BMW’s always excellent xDrive all-wheel drive system. Never did the X3 M run out of grip in such conditions. As a matter of fact, it was all rather fun and confidence inspiring driving this thing through the blizzard.

<img class="aligncenter size-full wp-image-176383" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/Guillaume-Fournier-Photographe-GFV_3688.jpg" alt="2023 BMW X3 M Competition" width="2080" height="1387" />

Part of that feeling has to do with the X3’s exquisite build quality. This is a rock-solid family commuter, one that takes broken tarmac head on without a tremble. The drivetrain is lively as well, with more than sufficient torque down low in the rev range, but with a willingness to rev out when needed. Under such settings, the automatic transmission disappears in the background, simply executing what it was asked to do.

I had already driven the X3 M Competition on a race circuit during a BMW-organized event, so I knew what I had at my disposal deserved a bit more than carrying kids, a dog, and a full set of groceries. That, by the way, the BMW X3 M does supremely well.

Once that storm was out of my way, I was finally able to stretch the X3 M’s legs on some winding backroads. For this exercise, I punched the M2 button where I had everything set to its most extreme settings, leaving only partial traction control on (I was driving this thing during winter after all).

<img class="aligncenter size-full wp-image-176379" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/Guillaume-Fournier-Photographe-GFV_3654.jpg" alt="2023 BMW X3 M Competition" width="2080" height="1387" />

Now, the X3 M becomes something entirely different. Stomping on the accelerator pedal no longer catapults it down the road. In the blink of an eye, the ZF-sourced gearbox drops a bunch of gears, putting the engine at the peak of its power band. And boy is the experience glorious.

The X3 M is brutally fast, but also surgically precise. Yes, it feels big and heavy because, well, it is. But it also never feels like an SUV. Very few utility vehicles have allowed me to play with its chassis dynamics like the X3 M has, and very few can take corners as quickly. More importantly, the experience is just as thrilling as in other BMW performance sedans and coupes. It defies physics, this.

<img class="aligncenter size-full wp-image-176377" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/Guillaume-Fournier-Photographe-GFV_3641.jpg" alt="2023 BMW X3 M Competition" width="2080" height="1387" />

Of course, the obvious question is that at just over $100,000, do we really need a BMW X3 that can outrun a Dodge Challenger in a drag race and dogfight a Subaru BRZ on a closed circuit? It’s even more alarming when you realize that the X3 M emits 323 grams of CO2 per kilometer, almost 100 grams more than a xDrive30i.

The answer to these questions is of course, no, we don’t need a BMW X3 M Competition. Heck, some would argue that the already bonkers BMW X3 M40i is a better fit at playing both casual dad mobile and hot-rod rivalling rocket ship. The thing is, BMW builds the X3 M because it can. And because very few carmakers actually deliver on the promise of a performance SUV as well as BMW’s Motorsport division does.
<h3></h3>
<h3>2023 BMW X3 M Competition</h3>
BODY STYLE: Five-door compact SUV 

CONFIGURATION: Front engine, all-wheel drive

ENGINE: Twin-turbocharged 3.0L inline-six (503 horsepower @ 7,300 rpm / 457 lb-ft @ 2,600 rpm).

TRANSMISSION: 8-speed automatic

FUEL CONSUMPTION: 15.7 L/100 km (city) / 11.7 L/100 km (highway) / 13.9 L/100 km (combined).

OBSERVED FUEL CONSUMPTION: 14.8 L/100 km

CARGO CAPACITY 813 liters (1,775 liters total)

PRICE: $103,495 (as tested)

WEBSITE: <a href="https://www.bmw.ca/en/home.html">BMW</a>

2023 BMW X3 M Competition Review

news 5-29 (1)

Evan is an East Coast based automotive journalist and a Certified Engineering Technologist. He is an avid autocrosser, hack mechanic, and a member of AJAC. If you don't find him driving or writing about cars, you'll probably find him in the garage breaking one.

All-new BMW 5 Series and i5 EV

BMW is introducing the 2024 5 Series with an all-electric i5 and no V8 model. Instead the only gas 5er at launch with be the 255 hp 530i xDrive for $70,500. The new 5 Series is longer and wider, and BMW says it drives better than the car it replaces. It will also come loaded with tech beyond the 590 hp and 412 km of range electrical system the i5 M60 ($95,000) offers. The i5 will offer a hands-on driver assistance system that can automatically change lanes with just a glance from the driver at their mirror. The new 5 gets BMW's twin-screen Curved Display that merges the 12.3-inch dash and 14.9-inch centre screen into one bezel. The system uses BMW's latest iDrive which includes gesture controls. BMW plans to add a PHEV for Canada in 2024 and the new 5 should hit dealers around the end of 2023.

Ford will use Tesla charge ports

<img class="aligncenter size-full wp-image-176333" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/news-5-29-4-scaled.jpeg" alt="Ford Tesla" width="1920" height="2560" />

Ford has inked a massive deal with Tesla that will see Blue Oval models able to charge at more than 12,000 Tesla Supercharger fast-charge stations across Canada and the U.S. Ford will begin including a Tesla plug adaptor with its EVs starting next year and in 2025 will offer its EVs with a Tesla plug built-in. The compatibility will specifically be for V3 (and likely newer) Tesla Supercharger stations. This brings Ford's total network of fast-charge stations to nearly 100,000 in North America. Ford also confirmed that it would be launching a "series of next-generation EVs" beginning in 2025.

2024 VW Atlas pricing

<img class="aligncenter size-full wp-image-176332" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/news-5-29-3.jpg" alt="2024 VW Atlas" width="2500" height="1667" />

Volkswagen announced pricing for the refreshed 2024 Atlas crossover. The Atlas drops its base trim and its VR6 engine, so pricing is up slightly. The 2024 Volkswagen Atlas starts from $49,995, with the 2024 Volkswagen Atlas Cross Sport from $48,895. A new 269 hp 2.0L turbo-four is now the only engine. Making Comfortline the entry spec means that wireless app connect, power hatch, heated and ventilated front seats and other comfort features are now standard. Also new for 2024 is the Peak Edition trim, a rugged off-road appearance grade that comes with all-terrain tires.

New MyNissan app

<img class="aligncenter size-full wp-image-176334" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/news-5-29-5.png" alt="My Nissan app" width="2218" height="2310" />

Nissan has launched a new MyNissan app for its customers. The new app includes vehicle functions like remote locking and unlocking, vehicle customization, and other convenience features. It also lets customers schedule maintenance and access emergency services. Owners can even see their payment information if financed through Nissan. Nissan Ariya EV owners will be able to see EV-specific information like battery status, time until charge complete, and range, all from their smartphone or smartwatch.

Maybach Night Series

<img class="aligncenter size-full wp-image-176331" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/news-5-29-2.jpg" alt="Maybach night series" width="2500" height="1767" />

Mercedes has just announced a new grade for its top-shelf Maybach models. The Mercedes-Maybach Night Series adds exquisite details like dark chrome and new intricately textured surfaces. On the EQS SUV, it will include pinstripes on the grille, exclusive two-tone paint, and rose gold headlight accents. On the S-Class, it will include a similar two-tone finish and rose gold as well as its own unique interior colour options. Also offered will be the most ostentatious wheels we've ever seen, covered in an array of Maybach logos on the wheel face.

News Roundup: Tesla/Ford Partnership, 2024 Atlas, BMW i5, More

Fabian Kirchbauer Photography

Dual motor BMW i4 xDrive40

BMW has added another all-wheel drive version of its<a href="https://www.wheels.ca/reviews/first-drive-2022-bmw-i4"> all-electric i4 sedan</a>. The i4 xDrive40 delivers 396 hp and 443 lb-ft of torque and uses one motor at each end to provide AWD. The xDrive40 uses the same 81.5 kWh battery as the rear-drive 40 and the AWD M50 and is set to deliver an estimated 494 km of range. The i4 can charge at up to 205 kW. Pricing starts from $69,900 and the first units should arrive here in the fourth quarter of 2023.

Sentra Cup returns

<img class="aligncenter size-full wp-image-176203" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/news-5-22-2.jpg" alt="Nissan Sentra Cup" width="2500" height="1667" />

Nissan has announced the return of one of the most entertaining racing series in Canada. The Sentra Cup hits the track on Saturday, May 27th at Circuit Mont-Tremblant. It is the third year of Sentra Cup racing, and nine years if you count the Micra Cup that came before. <a href="https://www.wheels.ca/news/valerie-limoges-becomes-first-female-driver-to-win-the-nissan-sentra-cup">Valérie Limoges</a>, the first woman to win a Canadian national road race series overall title, is looking to make it two in a row this year. All Nissan owners can come to watch the event for free by registering at Nissan's site. There are six races set for this year's season.

Custom Range Rovers

<img class="aligncenter size-full wp-image-176205" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/news-5-22-4.jpg" alt="Range Rover SV" width="2500" height="1667" />

Range Rover is adding a new SV Bespoke commissioning service that lets buyers make their Autobiography and SV models even more custom and more what they want. Prospective buyers can visit a special suite in the UK or select retailers to pick from a wider range of materials and colours. There are up to 391 interior colourways and 230 exterior finishes. Also new for the Range Rover this year is a new P550e plug-in hybrid with 542 hp. A twin-turbo 48V mild hybrid gas version is also new, with 606 hp and 553 lb-ft of torque.

New Mercedes camper vans coming

<img class="aligncenter size-full wp-image-176204" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/news-5-22-3.jpg" alt="Merecedes-Benz vans" width="2500" height="1406" />

Mercedes-Benz announced some of its van plans for the future, including an all-new van-specific electric vehicle platform. The new platform would allow for front and all-wheel drive, varying van lengths, and both a full and mid-size van to be built on the same bones. In addition to the usual commercial customers, Benz will be chasing the camper and vanlife enthusiast this time around. Mercedes-Benz will be developing in-house camping versions of its vans along with RV industry partners. Expect the new EV platform around 2026.

Ineos Grenadier coming to Canada

<img class="aligncenter size-full wp-image-176202" src="https://wordpress.wheels.ca/wp-content/uploads/2023/05/news-5-22-1.jpg" alt="Ineos Grenadier" width="2500" height="1407" />

Ineos is bringing the Grenadier SUV to Canada in early 2024, starting from $91,929. The rugged SUV will get BMW power and infotainment, but it is designed as a heavy-duty replacement for the original Land Rover. The Grenadier comes with standard 4x4 and an electrical system meant to make adding accessories simple and easy. Trailmaster trims come with pre-wired points for lights. The Grenadier will also be highly customizable, offering buyers their choice of luxury appointments as well as off-road extras.

News Roundup: Nissan Sentra Racing, BMW i4 AWD, Ineos Grenadier, More

DSC04422

EV tech really shows off its advantages when applied to the ultra-luxury class of sedans and SUVs. Rolls Royce, a marque that only makes cars for the one-per cent recently announced that all their vehicles would be electric after 2030, which makes complete sense. The new 7 Series arguably one of the finest executive limos out there also has a new battery electric version called the BMW i7 and it goes head to head with Mercedes’ latest EV flagship, <a href="https://www.wheels.ca/vehicle-reviews/first-drive-2022-mercedes-amg-eqs-4matic">the EQS</a>.

In this upper echelon of vehicles, cabins are not merely places to sit and drive, they are rolling sanctuaries where quietness and isolation are key factors. The large engines traditionally mounted in the front of these heavy cars have always provided engineers with the challenge of making their noise, vibration, and harshness disappear, and that’s no easy feat.

With electric motors, this isn’t necessary. There is no noise, no harshness, and no need to balance champagne glasses on the hood to demonstrate smoothness (<a href="https://www.youtube.com/watch?v=32w76TaRaRY">sorry, Lexus</a>). EV motors are silent, powerful, and efficient, the perfect recipe for a luxury vehicle.

<img class="aligncenter size-full wp-image-175884" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/DSC04423.jpg" alt="2023 BMW i7 xDrive60" width="2048" height="1365" />

The i7 xDrive60 has two electric motors, one on each axle, and combined they make 536 hp and 549 lb-ft of instantly available torque driving all four wheels. Feeding those motors is a large 101.7 kWh (usable) battery that lives under the floor. A heat pump is standard and makes heating or cooling the cabin of the i7 much more efficient. Total range is 498 km but that’s dependent on a variety of factors including weather, and driving style.

With a maximum charging speed of 195 kW, BMW says that you can top up your i7 at a rate of up to 128 km every 10 minutes when connected to a capable DC fast charger. Level 2 or AC charging maxes out at a respectable 11 kW. While it would be nice to have seen something remotely close to those charging speeds, the Electrify Canada station I tried, supposedly rated at 150 kW, only put out about 45 kW and it still charged me by the minute.

<img class="aligncenter size-full wp-image-175887" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/DSC04451.jpg" alt="2023 BMW i7 xDrive60" width="2048" height="1365" />

Frustrating charging experience aside, which was not the fault of the car, the BMW i7 is everything you expect from a 7 Series. You can also get the 7 series as a 760i xDrive with a 4.4-L twin-turbocharged V8 that also makes 536 hp and while it’s a great engine the electric motors offer a better experience and in this class, it’s the experience that counts.

It starts with getting in because this i7 has power-operated doors, a $2000 option, and worth every penny. Pull on the fixed door handle and the door pops open, move out of its way and it will continue to swing open fully. Ultrasonic sensors will stop the door from contacting other cars, pedestrians, and cyclists. Inside there are touch buttons to open and close the doors and you can even control them from the infotainment screen.

<img class="aligncenter size-full wp-image-175874" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/DSC04438.jpg" alt="2023 BMW i7 xDrive60" width="2048" height="1365" />

<img class="aligncenter size-full wp-image-175877" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/DSC04432.jpg" alt="2023 BMW i7 xDrive60" width="2048" height="1365" />

Once seated a large curved display houses screens for the driver and centre console but the most striking aspect is what BMW calls the interaction bar. It’s a backlit clear strip with a polygon design that runs the length of the dashboard and changes colours depending on the drive mode you're in. There are capacitive touch controls built in for the defroster and defogger and to open the glove box. Most everything else is controlled through the infotainment system, including the climate control but iDrive remains one of the best systems in the business, not only because of its cutting-edge graphics and snappy responses but because it still uses a rotary controller which makes interacting with the screen easier on the move.

There are more screens in the i7. Rear passengers each get one embedded in their door armrests. These 5.5-inch screens control the sunshades, entertainment, and the climate control of which four distinct zones are available. But the real party trick and a 7 Series has always been about party tricks, is the Theatre Screen, a $4900 option. For that not-insignificant sum of money, you get a 31.2-inch 8K screen that drops down from the roof at the touch of a button and is controlled by either those rear passenger screens or the main infotainment screen.

<img class="aligncenter size-full wp-image-175871" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/DSC04443.jpg" alt="2023 BMW i7" width="2048" height="1365" />

It’s got Amazon Fire TV built-in and that means you can stream video from Netflix, Prime, or your most of your favourite services. You can even play games, stream music, or connect your Playstation to it. And since the i7 is fully electric you can charge the car while catching up on the latest episode of “Beef”.

The i7 I was driving also had the Rear Comfort Package ($4700) and the Executive Lounge Package ($2800), which adds a reclining rear seat and leg rest behind the front passenger. When you lower the Theatre screen all the sunshades also extend and with the brilliant 36-speaker, 1965-watt Bower and Wilkins Diamond Surround system ($5900), you get the full IMAX experience in a car. Not only did I watch TV while charging, but I also did it with my legs stretched out while getting a massage. It was the best charging experience I’ve had so far.

One problem with the Theatre screen that’s hard to overlook is that it completely blocks the driver’s rear view when extended, and there’s no option for a digital rearview mirror which would render that issue moot, a bit of a miss there.

Seats are epic. Big, coddling, and supportive with a built-in massage function and buttery Merino leather upholstery. They make long drives feel shorter. A 7 Series has always been a quiet and serene car to drive, but the i7 is in another league. Once the door is powered closed, because you couldn’t be bothered to close it yourself, the outside world is effectively muted and you can enjoy a relaxing escape wafting along riding on a cumulus cloud.

Cramming all this technology into a car means the i7 is monstrously big and heavy, but the electric motors make it feel weightless. And with active 4-wheel steering and active roll stabilization it still manages to balance the athleticism a 7 Series has always been known for with a magic carpet ride courtesy of the standard air suspension and adaptive dampers. BMW even puts the more powerful of the two EV motors on the rear axle giving this i7 a playful rear-wheel drive feel.

<img class="aligncenter size-full wp-image-175880" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/DSC04428.jpg" alt="2023 BMW i7 xDrive60" width="2048" height="1365" />

My last experience in a 7 Series was in the last-generation M760Li, which was powered by a 600hp V12. I missed that car and its 12 sonorous cylinders when I had to return the keys to BMW but this i7 felt even better. There’s just something so cool about being able to accelerate so quickly and so smoothly in complete silence. I might not want that in a sports car but in a luxury sedan like this, it feels perfect.

The i7 is less a car and more a full-fledged luxury experience on wheels, though with its powerful motors and sharp handling it’s also a lot of fun to drive. And if you can get over the looks, mainly the front, which is kinda hard to love, the new i7 is everything a 7 Series is supposed to be and then some.
<h3>2023 BMW i7 xDrive60</h3>
BODY STYLE: 5-door, 5-passenger full-size sedan

CONFIGURATION: Dual motor, all-wheel drive battery electric vehicle (BEV)

MOTOR: Dual current-excited electric motors, Combined Power: 536 hp; Torque: 549 lb-ft

TRANSMISSION: Single-speed direct drive

EV RANGE: estimated 496 km (21-inch wheels) from a 101.7 kWh (usable) battery

EFFICIENCY: (Le/100km); city: 2.8 ; highway: 2.6; combined: 2.7

CARGO CAPACITY: 501 litres

PRICE: $147,000 (MSRP); $194,200 (as-tested not including freight and fees)

WEBSITE: <a href="https://www.bmw.ca/en/home.html">BMW Canada</a>

&nbsp;

2023 BMW i7 xDrive60 Review

2023 BMW M2_front 3-4 profile

Whether it’s a first-drive feature from the sun-soaked California coast, a quick news story about an off-road pickup that may (or may not) be coming to your local dealership or a review of a hot new sports sedan, somewhere Lee Bailie is writing about cars and car culture, something he’s been doing for almost a decade. A car guy to the core, he went on his first automotive plant tour at age seven.

SCOTTSDALE, AZ. – If the new M2 coupe is indeed the last BMW M car to be powered solely by an internal combustion engine, then I’d say the era is being closed out with a car that truly captures the ethos of the high-performance brand. But I’ll get to that.

First, a primer. The 2023 BMW M2 is built on the same Cluster Architecture (CLAR) platform that underpins the current 2 Series coupe, which was all-new in 2022. Like its predecessor, the new M2 is powered by a 3.0-litre twin-turbocharged inline six-cylinder engine (453 hp / 406 lb-ft.) that’s paired with either a six-speed manual or eight-speed automatic transmission that drives the rear wheels.

The straight-six engine is high-revving (7,200 rpm redline), with peak torque arriving between 2,650 and 5,870 rpm, and 453 horsepower at 6,250 rpm. Design highlights include a very rigid crankcase, forged crankshaft, and friction-optimized cylinder bores that are packaged in lightweight form.

<img class="aligncenter size-full wp-image-175526" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/2023-BMW-M2_engine-compartment-scaled.jpg" alt="2023 BMW M2" width="2560" height="1440" />

BMW also notes the core of the cylinder head is 3D printed, which reduces weight. The engine makes use of two mono-scroll turbochargers, along with an indirect intercooler and an electronically controlled wastegate.

On the chassis front, the 2023 BMW M2 comes standard with an Active M Differential located at the rear axle that can variably alter traction independently for the left and right rear wheels to improve grip.

The system ensures engine torque isn’t lost when one rear wheel spins and is also helpful for maintaining grip when launching on slippery surfaces. The system is networked to the DSC (dynamic stability control) and delivers power variably, via sensor array, depending on driving conditions.

Adaptive M suspension is also standard issue, and it includes electronically controlled dampers that adjust variably via sensors that monitor road conditions, body movement and steering inputs. Basic damper characteristics are organized into three settings that can be adjusted through the M Setup menu accessed via a console button.

<img class="aligncenter size-full wp-image-175531" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/2023-BMW-M2_side-profile-scaled.jpg" alt="2023 BMW M2" width="2560" height="1440" />

Dimensionally, the new M2 occupies a larger footprint than that of its predecessor. It’s longer (+119 mm) and wider (+16 mm) but has a lower roof height (-11 mm) than that of the outgoing model, with a wheelbase that is now 54 mm longer which provides more legroom for both front and rear occupants. The front and rear track of the car has also been widened by 38 mm at the front and four mm at the rear.

Lest anyone think the M2 is encroaching on the <a href="https://www.wheels.ca/reviews/track-tested-2023-bmw-m4-csl">M4 Coupe</a>, rest assured the former is still significantly larger, with an overall length that is 214 mm longer.

On the design front, the M2 remains short and stubby with a long hood-short deck aesthetic that has a blockier, more geometric treatment this time around. Most edges have been squared, with straight lines running up and down the M2’s surfaces for a contemporary look that still feels very M.

<img class="aligncenter size-full wp-image-175533" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/IMG_E2722-scaled.jpg" alt="2023 BMW M2" width="2560" height="1440" />

As for the kidney grille, it’s smaller, squared-off, and in good proportion with the air intakes and LED lighting that surrounds it. Speaking of headlights, each unit has a circular element for both low and high beam that was inspired by the BMW 02 Series.

And because it’s an M car, the M2 has wheel arches that flare at both ends to not only swallow 19-inch (front) and 20-inch (rear) wheels comfortably but to also provide a muscular and planted stance. Other details, such as short front and rear overhangs, black rear diffuser, and quad-tip exhausts hint at the car’s performance bona fides. And for owners seeking even more pizzazz, a slew of options, such as a carbon fibre roof and 21-inch wheels, are available.

<img class="aligncenter size-full wp-image-175527" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/2023-BMW-M2_cockpit-scaled.jpg" alt="2023 BMW M2" width="2560" height="1440" />

<img class="aligncenter size-full wp-image-175523" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/2023-BMW-M2_seating-scaled.jpg" alt="2023 BMW M2" width="2560" height="1440" />

On the inside, the M2 is finished in a manner one would expect for a modern driver’s car: low-set sport seats that are near impossible to enter or exit gracefully, but fit like a glove once firmly in place, large HD screens for instruments (12.3-inch) and multimedia (14.9-inch), and console and dash switchgear that requires minimal fiddling. The plastics, leathers, and other touch points are handsomely designed and well-finished, and BMW has integrated some nice touches such as M colour accents in the door panels and M2 logos in the seatbacks.

Adjusting to a comfortable driving position is easy, and despite its low-slung gun-slit vibe, I find the M2 to be quite comfortable. Not roomy – the back seat is tiny and not a place I’d want to spend any amount of time in – but there’s plenty of leg, head, and shoulder room up front.

<img class="aligncenter size-full wp-image-175530" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/2023-BMW-M2_rear-3-4-profile-scaled.jpg" alt="2023 BMW M2" width="2560" height="1440" />

I credit BMW for not overloading the driver with too much tech wizardry here. The M2 is a driver’s car, so we needn’t be reminded constantly of its abundant electronics. In that regard, it’s pleasing there isn’t too much to fiddle with. There’s an M Mode button to adjust the car’s chassis settings, the ubiquitous iDrive controller knob and the rest is where you expect to find it, either on the dashboard or via a steering wheel shortcut. Well done.

A note here before going any further. The media drive did not include closed course evaluations, so I can’t say how the M2 performs in that environment. I can confirm that it is quite a quick car, but my impressions are drawn from time spent on public roads only.

For the record, according to BMW, the M2 can sprint from 0-100 km/h in 4.3 seconds when equipped with the six-speed manual transmission. It’s two-tenths quicker with the eight-speed automatic, and its 0-200 km/h time is also noticeably faster with the autobox (13.5 seconds versus 14.3). An electronic governor caps the top speed at 250 km/h, but 285 km/h is obtainable with the optional M Driver’s Package.

As for the drive, the M2 makes for a fine driver’s car. I spent about two hours driving a Zandvoort Blue tester (shown) from Prescott to Scottsdale over roads that varied between table-top smooth and pockmarked moon crater, and the M2 felt firmly connected to the tarmac. It was a bit loud and bumpy at times, but always secure.

<img class="aligncenter size-full wp-image-175529" src="https://wordpress.wheels.ca/wp-content/uploads/2023/04/2023-BMW-M2_front-fender-wheel-scaled.jpg" alt="2023 BMW M2" width="2560" height="1440" />

The twin-turbo straight-six is a seat-pressing banshee of an engine when pressed hard, as my colleague and I discovered on twisty two-laners, interstates and all sorts of hilly, flat and dustbowl roads in between. It’s the type of engine that howls with delight when wound up near redline, as shift lights quickly illuminate, as if to say, “is that all you got?” Great fun.

As for handling, the M2’s 50:50 weight distribution, pinpoint steering, slick-shifting six-speed gearbox and RWD format produce the sort of corner-carving, understeer-free dynamic driving that M cars have been renowned for more than 50 years. If I wasn’t so nervous about the zealousness of Arizona law enforcement, I would have explored the M2’s handling limits further. As it was, I was left with the impression that this car captures the essence of M. Sure, this M2 is bigger and heavier than M3s of yore, but it’s also much more powerful.

And with a $76,500 starting price, one might reasonably think, “who needs <a href="https://www.wheels.ca/vehicle-reviews/first-drive-2021-bmw-m3">an M3</a>?”

The 2023 BMW M2 is on sale now. 

2023 BMW M2

BODY STYLE: compact high-performance sports coupe
DRIVE METHOD: Front-engine, rear-wheel drive, 6-speed manual / 8-speed automatic transmission
ENGINE: 3.0-litre twin-turbocharged inline six-cylinder (460 hp / 550 lb-ft.)
FUEL ECONOMY: (Premium 91+) 14.3 / 10.0 / 12.4 L / 100 km (city / highway / combined, 6-spd.)
CARGO VOLUME: 390 litres (13.7 cu. ft.)
PRICE: $76,500, excl. freight, taxes and fees
WEBSITE: <a href="http://www.bmw.ca">www.bmw.ca</a>

2023 BMW M2 First Drive Review

DSC04277

The BMW 230i might be the least powerful of the 2 Series coupes but it’s an excellent introduction into the world of sporty BMWs. And it feels nothing like its base model designation might suggest. It’s also the second most affordable BMW on sale right now. Only the <a href="https://www.wheels.ca/reviews/2023-bmw-x1-first-drive-review">X1 crossove</a>r is cheaper.

With the recent discontinuation of the <a href="https://www.wheels.ca/vehicle-reviews/review-2020-bmw-228i-xdrive-gran-coupe">2 Series Gran Coupe</a>, the “real” coupe is now the entry point into BMW’s non-crossover lineup. I can’t say I’m sorry to see the Gran Coupe go because a front-wheel drive based BMW never sat well me.

This new 2 Series Coupe can be seen as a window into BMW’s past, when it’s lineup was much smaller and made up of sedans and coupes, exclusively. It was all function over form, with a focus on athletic handling and unfiltered driving pleasure.

<img class="aligncenter size-full wp-image-175239" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/DSC04291.jpg" alt="2023 BMW 230i xDrive" width="2048" height="1365" />

Now, the very idea of a small coupe like the 2 Series is also quickly fading, with only a handful of relatively affordable ones left. You’ve got the soon to be discontinued <a href="https://www.wheels.ca/vehicle-reviews/review-2019-dodge-challenger-scat-pack-392">Dodge Challenger</a>, the <a href="https://www.wheels.ca/reviews/2022-toyota-gr86-review">Toyota GR 86,</a> and the Mini Cooper. You can stretch it to say that the BMW 4 Series and C-Class Coupe also fit the bill, but really none of these are direct comparisons, and so the 2 Series Coupe needs to be judged on its own merits.

Out of all the new polarizing BMW designs, which have broken away from tradition, the 2 Series stands out. Its got a blunt nose with boxy fenders and that classic long hood/short rear deck synonymous with rear-wheel drive sports cars.

We reviewed the <a href="https://www.wheels.ca/vehicle-reviews/review-2022-bmw-m240i-xdrive">M240i</a> last year and its performance is not far off the <a href="https://www.wheels.ca/vehicle-reviews/review-2021-bmw-m2-cs">previous M2</a>. It felt like a personal German muscle car in the best of ways. In some respects, the 230i is even better. For one the starting price ($47,950) is much more palatable and the Melbourne Red Metallic paint, an $895 option, is exactly the type of colour a small BMW Coupe needs. Even better, the Cognac Sensatec (read leatherette) interior will have you living Ferrari fantasies at a large discount.

<img class="aligncenter size-full wp-image-175245" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/DSC04284.jpg" alt="2023 BMW 230i xDrive" width="2048" height="1365" />

All new 2023 2 Series’ come with the new curved display seen in many new BMWs. This large curved panel is actually 2 screens under a sheet of glass. The 14.9-inch main screen and 12.3 inch driver display have some of the sharpest and most appealing visuals in the car world today. The screens are augmented by an optional head-up display that’s large and colourful and really good at keeping your attention on the road when changing radio stations or looking for navigation instructions, among other things. The latest version of iDrive is fast, and super easy to use and I also applaud BMW’s decision to stick with the rotary control knob as it’s still the least distracting way to interact with a large screen while driving.

The biggest difference between the 230i and M240i is the engine. The 230i gets a turbocharged 2-litre 4-cylinder that produces 255 hp and 295 lb-ft of torque from just 1600 rpm. It’s not the silky-smooth straight-6 but the 4-cylinder has plenty of power and character of its own. It’s enough that you’ll probably never even notice the missing horses.

The smaller engine is also lighter, and when you reduce weight over the front axle the effect on driving dynamics is very positive. And indeed the steering feels even better in the 230i. There’s a light, chuckable feel that will immediately bring a smile to your face. This car gives you the confidence to push harder in the corners and explore the higher regions of the rev counter more often. And that’s makes it more fun more of the time. The M240i can sometimes feel almost too powerful and too restricted on public roads.

<img class="aligncenter size-full wp-image-175248" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/DSC04280.jpg" alt="2023 BMW 230i xDrive" width="2048" height="1365" />

Like the M240i, the 230i is only available in xDrive all-wheel drive format, but it still feels rear driven as power only gets sent to the front wheels when necessary.

Both cars share that same delicate handling balance, and near 50/50 weight distribution. The BMW 230i also rides really well for what it is. It’s a small car with a relatively short wheel base and a stiff suspension but it shrugs off the worst roads, translating impacts into muffled thunks that never seem to intrude into the cabin. It doesn’t have a luxury car ride, but it’s also not so stiff that you’ll regret taking it on a road trip.

<img class="aligncenter size-full wp-image-175241" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/DSC04288.jpg" alt="2023 BMW 230i xDrive" width="2048" height="1365" />

In fact, a road trip is where this 230i will shine brightest. Its 390 litre trunk is larger than you think it is and its back seat can be used to transport actual humans. It’s also efficient, returning less than 8L/100 km on the highway, and its small footprint means that you can park it just about anywhere.

It’s also quiet, and unlike the M240i it doesn’t have a shouty exhaust. The seats are also very comfortable and supportive and they don’t break down on a long drive, which greatly reduces driver fatigue behind the wheel. And since road trips are supposed to be about the journey and not the destination, the 230i will enhance every journey, guaranteed.

<img class="aligncenter size-full wp-image-175247" src="https://wordpress.wheels.ca/wp-content/uploads/2023/03/DSC04281.jpg" alt="2023 BMW 230i xDrive" width="2048" height="1365" />

My biggest gripe is that this is the perfect example of a car that’s just begging for a manual transmission. I understand why it’s not offered on the M240i but the base model BMWs were where you’d historically find the three-pedal cars. Not here, though. If you want a 2 Series with a manual you’ll have to wait for <a href="https://www.wheels.ca/news/2023-bmw-m2-gets-m4-levels-of-power">the M2</a>, which won’t be cheap.

The 2 Series coupe gives us hope that enthusiast cars are still alive in Munich but we just don’t know how much longer that’s going to last. If the new i4 is any indication, however, we should actually be pretty stoked for the future. But for us that crave a bit of BMW nostalgia right now, the 230i is here and it’s great.
<h3>2023 BMW 230i xDrive</h3>
BODY STYLE: 2-door,  4 passenger compact sedan

CONFIGURATION: -Front-engine, all-wheel drive

ENGINE:  2.0-L turbocharged inline-4 ; Power: 255 hp @ 4500 rpm  Torque: 295 lb-ft @ 1600-4000 rpm

TRANSMISSION: 8-speed automatic

CARGO CAPACITY: 390 litres

FUEL ECONOMY : (Premium-grade Gasoline in L/100 km): 9.6 city; 6.9 highway; 8.4 combined

PRICE: $ 47,950 (base); $58,395 (as-tested)

 Website: <a href="https://www.bmw.ca/en/home.html">BMW Canada</a>

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