BMW Reviews

The new BMW 3 Series and i3 are both timed to arrive around the same time in the first few months of 2027. When they rock up in dealerships, they will land with pricing that might confuse some consumers. On the petrol side, the range kicks off with the entry 320 that is priced from $83,900 plus on-road costs, while the flagship and sportiest petrol, the M350 xDrive, costs $128,900 (plus ORCs). Those prices make them between $4200 and $2500 cheaper than the higher-riding X3 SUV, which makes sense. The all-electric BMW i3, meanwhile, is for some reason more expensive compared to the iX3, with the i3 40 xDrive costing $96,900 (plus on-roads), while the flagship i3 50 xDrive costs $112,900 – making them $7000 to $7400 pricier than the mechanically similar, but more spacious battery-powered mid-size SUV. In the case of the 40 grades, that may be because the iX3 40 is rear-wheel drive rather than all-wheel drive. But still, it's a big difference. Also likely to undercut the BMW i3 is its closest rival, the Mercedes C-Class Electric, with the quicker, more powerful C400 4Matic flagship priced from just $105,700, a cool $7200 less than the BMW i3 with the bigger battery and more powerful motors. The combustion-powered BMW 3 Series and all-electric BMW i3 will initially just be offered with two powertrains each. On the petrol side, the range will kick off with the 320 that comes with a turbocharged 2.0-litre four-cylinder mild hybrid that produces 155kW and 330Nm of torque for a 7.4 second 0-100km/h sprint. Sitting above that is the fast M350 xDrive, which pairs a turbocharged 3.0-litre inline six-cylinder mild-hybrid that produces 326kW and 580Nm of torque. Off the line, thanks to traction-boosting all-wheel drive, 0-100km/h takes just 4.1 seconds. The all-electric BMW i3, meanwhile, comes with dual motors that provides for all-wheel drive. The entry i3 40 xDrive produces 275kW and 520Nm of torque, for a 5.4-second 0-100km/h dash, while the punchier i3 50 xDrive dishes out an impressive 345kW and 645Nm of torque for a brisk 4.7 second sprint to 100km/h. Arriving later will be lower-powered single-motor versions, plus a faster-still i3 M60 xDrive that gets an uprated rear motor that raises its combined output to 450kW and 875Nm of torque for a claimed zero to 100km/h of just 3.9 seconds. If that still sounds too sedate, from the middle of 2027 a wilder M3 will debut that should be powered either by a turbocharged 3.0-litre inline-six, or a monstrous quad-motor EV powertrain that could pump out as much as 750kW. On the combustion side, more variants are on the way, with at least one plug-in hybrid version with an EV range of more than 100km set to rock up before the end of 2027. All variants of the new BMW 3 Series and BMW i3 are surprisingly efficient. The 320 can average a respectable 6.5L/100km and even the powerful M350 xDrive is claimed to return a reasonable 7.5L/100km on the combined WLTP test cycle. If anything, both EV versions are even more impressive when it comes to efficiency. The i3 40 xDrive with its 82.8kWh (net) battery averages just 14.3kWh/100km, enabling it to drive up to 710km on a single charge. Choose the i3 50 xDrive and you'll struggle with the concept of range anxiety, as the combination of its 13.4kWh/100km energy consumption and massive 108.7kWh battery sees its travel up to 912km before it needs plugging in. Comparing the Mercedes C400 4Matic with its smaller 94kWh battery, and the BMW wins as it pips the Benz for efficiency (14.1kWh/100km) and range (762km). Plug in the BMW i3 and both variants of the all-electric sedan come with impressively short 10-to-80 per cent battery refills. Employing powerful 800-volt electrics, the i3 50 variant's big battery can accept a 400kW peak charge for a 21-minute 10-to-80 per cent top-up. The small battery matches that time, even though its powerpack can only be topped up at 300kW. The same charge in the Benz, meanwhile, takes only a minute longer. The gap worsens if you have to rely on Australia's most common 400-volt chargers, where the BMW claims a 200kW top-up is still possible, while the C-Class sees its 330kW peak charging rate fall to a lowly 100kW. In Australia the i3 comes with the more powerful 22kW AC charger as standard, with a 0-to-100 per cent charge taking between four hours and 15 minutes for the i3 40 and five hours 30 minutes for the i3 50. Picking up where the BMW iX3 left off, the new BMW 3 Series and i3 embrace the brand's latest interior design, which is claimed to be both modern and driver-centric. Highlights include the lack of wood, carbon-fibre or piano black plastics, with the cabin stylists preferring classier fabric coverings for the surfaces. The minimalist theme that runs throughout is largely a success, aside from a lack of physical buttons that means you have to dive into the large central touchscreen to even adjust the vents' airflow. Earning points back is the configurable Panoramic Vision digital instrument cluster that stretches from pillar to pillar and is supported by a large head-up augmented reality display that is either too distracting on the move, or a godsend when it comes to displaying navigation instructions, depending on your view. Positioned next to a new multifunction steering wheel is a large 17.9-inch multimedia that is angled towards the driver. Plump for the priciest M350 xDrive and you gain a sportier M steering wheel, plus a pair of more supportive M Sport seats. Space within either the 3 Series or the i3 isn't quite as generous as the bigger Benz, but there's enough leg- and headroom in the front and second row, although the latter in the i3 isn't as comfortable than in the petrol, as it needs a raised floor to accommodate the battery that robs you of foot room. Boot space is limited to 450 litres in the 3 Series and just 420 litres in the i3, which gains a 31-litre frunk that houses the charging cables and tyre repair foam and compressor. Those figures pale beside the C-Class Electric, that has a larger 470 litre boot and a more generous 101-litre frunk. Beneath the skin, the BMW 3 Series and BMW i3 are entirely different cars, based on unrelated platforms but, despite this, there are some common traits between the two when it comes to the way they steer, handle and ride. The link is deliberate, engineers brimming with self-confidence benchmarked the combustion version of the current 3 Series as the car to emulate with the new versions, which isn't a bad call since it remains at the top of the class for handling. What's changed in the new M350 xDrive, which mechanically shares plenty with the old M340i, is that at highway speeds wind, tyre and road noise are now all better isolated. In the sports sedan even the loud horn barely intrudes into the cabin – although don't be misled, the new BMW is still an engaging steer. On a tight, twisty road, performance is strong and, thanks to all-wheel drive, you can deploy as much of its thrust as you dare. Highlights include the sweet-spinning, but muffled, inline-six and the snappy eight-speed auto, but it's the ride and agility that steal the show. The car we drove came with the adaptive dampers that are standard on Australian-spec cars, which perfectly balance a controlled ride with comfort. Push hard, preferably on track, and it feels like it's easier than ever to drive to the limit without any intervention of the stability control, egging on the enthusiastic driver. If anything, despite its 0-100km/h deficit on paper, the i3 50 xDrive feels even quicker than its petrol sibling, thanks to its instant torque. Doing without air springs, or rear-wheel steering, the battery-powered take on a premium sedan has less body roll and is blessed with more precise steering and powerful brakes. Again, traction and grip are high and levels of involvement and entertainment are beyond any of its rivals. What's missing are the lack of steering wheel paddles for either virtual gearshift, or the ability to alter brake regeneration, although as well as high and low regen modes, BMW offers an adaptive regen mode that cleverly auto-brakes the car ahead of a corner on a country road. From debut, the BMW 3 Series and the i3 will come with a hands-off cruise control at speeds of up to 130km/h on the highway. Later on in 2027, the system will be upgraded to match what's offered by Tesla with its supervised FSD. While not officially confirmed for either powertrain, the limited luggage-carrying capacity of both the BMW 3 Series and i3 could soon be fixed by the arrival of a Touring wagon body style. We also noted that the ride on the i3 wasn't quite as controlled or compliant as the petrol because it lacked adaptive dampers, but those should be available when Australian deliveries begin later that year. Other than the odd price premium over the iX3, there's a lot to like about either the petrol or battery-powered sedan. The BMW 3 Series and BMW i3 come with high levels of standard kit in Australia, but more affordable, less well-specified versions might come later Standard on the BMW 3 Series are: 19-inch alloy wheels Panoramic Vision instrument cluster 17.9-inch infotainment 3D augmented reality head-up display Tri-zone climate control Ambient lighting Automatic tailgate Panoramic sunroof Heated front and rear seats M Sport steering wheel M Sport seats Harman Kardon 13-speaker sound system 4 USB-C charging ports Wireless charging with cooler and magnetic ring 22 AC charging 360-degree camera Auto-parking Adaptive suspension Illuminated front grille Options include larger 20-inch alloy wheels ($1539 to $2000) and higher-grade Nappa leather seats. There's also the option of the M Sport Pro package ($4410) that adds a sportier body kit that introduces a rear spoiler and black mirror caps, M Sport seats, M seat belts and the M steering wheel. Standard safety kit includes: Auto emergency braking (AEB) with pedestrian and cyclist detection Nine airbags Adaptive cruise Lane-keep and lane-change assist Blind-spot monitoring Traffic sign assist Speed limiter and warning Park assist   The BMW 3 Series and i3 come with a five-year, unlimited-kilometre warranty, which is only average nowadays, while the all-electric sedan adds a further eight-year/160,000km protection for its high-voltage battery. All new BMWs come with 24 months of free roadside assistance. BMW has not announced when the BMW 3 Series or i3 will need servicing, with the German brand continuing to prefer its condition-based intervals, but expect a check-up to be required every 12 or 24 months depending on how you drive your car. Pre-paid servicing for up to six years should be available.

BMW has made so much noise about its latest electric ‘Neue Klasse’ models, the iX3 and i3, it’s easy to forget about its expansive line-up of internal combustion models. While the shift to electrification is undeniable, there’s still a healthy appetite for petrol cars, especially when it comes to high-performance models like the BMW M135. Even though the hot hatch segment is slimmer than it once was, there’s still a few solid options at the premium end. At $85,500 before on-road costs, the BMW competes with other Germans including the Volkswagen Golf R ($71,990), Audi S3 ($78,800) and Mercedes-AMG A35 4Matic ($89,700) as well as Japan’s finest, the Honda Civic Type R ($85,000), although the latter is manual only. So it’s more affordable than the Benz but pricier than the Audi. Luckily BMW includes a healthy standard features list for the M135. The M135 comes with the following: 10.25-inch digital driver’s display 10.7-inch multimedia display with BMW Operating System 9 Wireless Android Auto and Apple CarPlay Wireless smartphone charger Digital radio Keyless entry and start Head-up display Powered tailgate Active LED headlights with high-beam assistant 12-speaker harman/kardon audio system Heated front seats Heated M Performance leather steering wheel Panoramic sunroof Front sports seats with lumbar support and massage function Over-the-air updates BMW Intelligent Personal Assistant Personal eSIM and onboard 5G connectivity On top of that the safety offering includes: Auto emergency braking (AEB) Steering and Lane Control Assistant Adaptive cruise control with Stop & Go Lane keeping assistant with active side collision protection Lane change warning Front and rear cross-traffic warning Rear collision warning Overspeed warning Surround-view camera with 3D view Park assist The Brooklyn Grey metallic paint of the test car is a $1700 option. For too long BMWs and other European carmakers scrimped on features, instead relying on their premium brand position to sell cars. Not anymore. The standard features list in the M135 stacks up and it makes for a properly premium small car. A couple of years into its lifecycle, the 1 Series is still a handsome little hatchback, with a squat stance and lovely proportions. The redesigned front end gives it a sharper modern look, too. Inside it features integrated twin screens familiar to other BMW models and while it doesn’t have the latest in-car tech from the iX3, it’s still an appealing cabin. The screens and air con vents are all angled towards the driver which adds to the cockpit feel. There are few buttons aside from what’s next to the gear shifter on the console - drive modes, demisters, hazard lights - but the cabin doesn’t feel overly minimal. Being an M Performance model the M135 gains some snazzy interior touches like red and black synthetic leather upholstery on the seats and door panels which brightens the space considerably. It’s sporty yet still looks premium. Those front seats offer the perfect level of upper and lower body support. Some BMW M car seats are so heavily bolstered they’re almost uncomfortable. That’s not the case here. The M steering wheel has a flash of red at 12 o’clock and like most BMW tillers it’s a bit too thick for me. But the paddle shifters look good and got some use during a dynamic drive. Storage wise there’s a long but shallow centre bin, a couple of cupholders and a wireless charger. The door bins are awkwardly shaped so only smaller bottles will fit, but there is an extra nook for other items. The multimedia setup is not as intuitive as the latest setup in the iX3. The app page features lots of little icons that change dynamically based on what you’ve used most recently. It’s not a challenging system to navigate, which is a plus. There’s two USB-C ports up front if required. The panoramic glass sunroof only has a mesh fabric blind and while it’s much better than some similar shades from other makes, nothing can beat a solid blind when it comes to keeping Australia’s blazing sub out of the cabin. Sitting behind my six-foot tall driving position, the rear row is quite cramped. Legroom is tight - my knees touch the back of the front seats. The roof has been scalloped out for more headroom but it’s still tight because of the sunroof. It has a bulky transmission tunnel so the middle seat is all but useless. There’s two USB-C ports, short and narrow bottle holders, a centre armrest with two cupholders and knee-level air vents. Boot space is 380 litres (increasing to 1200L with the rear seats folded) which is better than the Audi S3 (325L). It has a powered tailgate standard. There’s no spare wheel, only an awful repair kit, but the M135 has handy dual-level boot storage. Under the sculpted bonnet of the M135 is a 2.0-litre four-cylinder turbocharged petrol engine delivering 233kW of power and a meaty 400Nm of torque. It drives all four wheels via BMW’s xDrive system and has a seven-speed dual-clutch ‘Steptronic’ transmission. It can hit 100km/h in just 4.9 seconds and official fuel use is 7.8 litres per 100 kilometres. Over a week of both easy urban driving and enthusiastic back road blasts, I recorded a thirstier 10.3L/100km. Poke your right foot and you’re met with a beat of turbo lag followed by incredible acceleration - that 0-100km/h time is no joke. The engine note is also a delight and adds to the whole experience. BMW’s smooth seven-speed dual-clutch snaps through the gears at the perfect time almost every time. Accelerating quickly to a lower speed limit might require a flick of the paddle shifter. The brakes with the sexy blue callipers are incredibly strong and the steering is super sharp, changing direction crisply. The M135 has loads of grip, holding on to the road even when pushed up a sharp, sweeping incline. Phenomenal stuff. Ride quality is mixed - it’s firm which isn’t surprising for a European hot hatch that’s designed for performance driving. It’s less noticeable at speed on a twisty back road. That firmer ride is more evident driving on pockmarked urban roads at lower speeds, where it can get a little jiggly. But by no means would this sway me from owning the M135. Drive modes include Personal, Sport and Efficient - I didn’t bother trying the latter. Sport mode makes the BMW even quicker, to the point where you need to hold the steering wheel even tighter, particularly on uneven road surfaces. I never felt in danger of losing control or even losing traction.The engine note amps up a notch, too. One quirk that won’t annoy everyone is the auto stop/start. I turned it off every time I drove the car as I found it a little laggy. The advanced driver assist systems work without interruption in the background. No need to switch any of these off. European brands like BMW continue to lead the way with this tech. The M135 is covered by BMW’s five-year/unlimited kilometre warranty which is now the norm for premium brands. BMW’s ‘condition-based servicing’ means the car’s computer tells you when it needs a service. Currently a five-year/80,000km pre-pay package is $2470.

Here’s a mildly deflating fact. Outperforming BMW’s brilliant 3 Series, the X2 is the one-time “Ultimate Driving Machine” brand’s fourth best-selling model in Australia, behind three more SUVs, the X5, X3 and X1. The swoopier version of the latter, it competes against other popular if dull premium small crossovers, like the Mercedes-Benz GLA and Volvo XC40, and is closely related to the Mini Countryman. But a week in the newly revised and de-specced base sDrive20i M Sport forced us to reassess our attitude. Not much visually, given that the second-gen version only landed in 2024, remains quite fresh, and still possesses the same surprised-looking nose and somewhat odd proportions. The X1 is prettier. However, mechanical updates see new cleaner Euro 6e powertrains. These include a switch in the base X2 from the $77,300 (all prices are before on-road costs) xDrive20i M Sport with a 150kW/300Nm 2.0-litre four-cylinder turbo petrol engine and all-wheel drive (AWD), to a $72,800 125kW/280Nm 1.5-litre three-cylinder turbo unit with 48-volt mild-hybrid electrification and front-wheel drive (FWD). Remember back in the 2000s when BMW ribbed rivals for being FWD… Note that, to reinstate four cylinders and AWD in an X2, you’ll now need to spend an extra $20K for the (albeit more-powerful) M35i xDrive AWD from $96,700. Sneaky. Equipment levels include: • Adaptive LED headlights • Adaptive cruise control, as part of a long list of standard advanced driver assistance systems (ADAS) • Head-up display • Wireless Android Auto and Apple CarPlay • Wireless smartphone charger • BMW’s connected services subscription service with emergency callout • Digital key with auto entry with walkaway lock • Artificial suede and leather upholstery • Heated and powered front sports seats with driver’s side memory • Sat-nav with augmented view • Surround-view reverse camera with auto-parking assist • Powered tailgate • xLine sports body kit and interior package • 19-inch alloy wheels Our car is fitted with a $6500 Enhancement Package, which adds metallic paint, sunroof, 12-speaker audio upgrade, front-seat lumbar with massage function and a heated steering wheel. Or, in other words, nearly $90K drive-away for a base X2 FWD. Oof. That said, the interior presentation really is up to brand expectations. Getting in and out isn’t too bad for a sleekly silhouetted SUV, and once in, the front row feels both vast and cosy all at once. Much of that has to do with the utterly superb bolstered front seats, that hold and caress you in all the right ways, whilst providing vast legroom. Unsurprisingly, the X2’s driving position is first class, with thoughtful access to all the main controls, starting with the gear shifter, which is surely one of the best in the business. The same applies to the auto climate set-up and performance, offering each occupant the luxury of personal temperature control. And storage is downright abundant. Quick and crystal clear, the extended curved display screen features one of the best multimedia operating systems in the business, with set-and-forget connectivity and bombastic audio quality. Moving into the back-seat area, headroom should also be fine for most folk, despite the fastback roofline and small-ish apertures, and legroom is OK too. The comfy seats offer a nicely shaped cushion and reclinable backrest, along with access to a full array of expected amenities. These, together with a tight fit and finish, compelling textures and alluring lighting ambience, help explain why today’s BMW small SUVs are such a big hit. Our only notes are fat pillars and shallow side glass do limit vision and the hexagonal instrumentation is no patch on BMW’s historic dials that remain paragons of elegance Further back, the X2’s cargo capacity extends from a useful 515 litres to 1400L with all three (fiddly) backrests folded flat, and there’s some extra underfloor storage too, but the lack of a spare wheel is a black mark. Tyre repair kits are insufficient for Australia. At the other end of the BMW, behind that crass illuminated oversized kidney grille, is that 125kW/280Nm 1.5-litre three-cylinder turbo-petrol engine with 48-volt mild-hybrid electrification, complete with a 0.9kWh Lithium-Ion battery. For maximum efficiency, it sends power to the front wheels via a seven-speed dual-clutch transmission (DCT), and is assisted by an integrated electric motor providing an additional 15kW and 55Nm. Now, this really is a powertrain of two halves. In regular driving modes, the performance is adequate, with lively off-the-line acceleration, unless you’re in a hurry, because flooring the throttle only seems to result in further delay. We found that selecting Sport helped reduce that. One spooled up, though, the three-pot turbo really comes alive, roaring along as the revs soar, providing strong yet silky-smooth performance. Find a string of corners, pull the left paddle shifter into Boost mode, and there’s an added wallop of thrust, accompanied by a rorty exhaust note that puts you in mind of the Toyota GR-developed Lexus LBX Morizo. Combined with the X2’s lovely, tactile steering, fluid handling and sturdy, controlled chassis, the BMW SUV turns into a frenetic and fun driving machine. Very on-brand. Unfortunately, so is the stiff suspension’s hard ride, as well as the endless tyre drone, on anything other than ultra-smooth surfaces. Pity. At least the sDrive20i delivers on economy, with the trip computer displaying an impressive 6.8 litres per 100km – against the 6.5L/100km claim. Top the tank up with premium 95 RON unleaded, and over 800km between refills is possible. There’s no ANCAP crash-test rating, but the high level of safety tech suggests you’re in safe hands, while the ADAS tune is mercifully nuanced so unobtrusive. The X2 comes with a five-year/unlimited kilometre warranty and the X2 has condition-based service intervals. We recommend annually or every 10,000km. There is no capped-price servicing but pre-paid packages are available, including a five-year/80,000km one for $2495. This is cheaper than five-year service packs for the Audi Q3, Volvo XC40 and Mercedes-Benz GLA.

The new BMW iX3 is the first production model to arrive on BMW’s new Neue Klasse EV architecture. Has BMW actually managed to make its next generation of EVs feel like a proper Bimmer?

BMW’s mid-sized sedans and station-wagons have always represented a classy, high-end way to move a family. Competing directly with vehicles such as Audi’s A6-based models and the Mercedes-Benz E-Class, the BMW 5 Series has won its share of admirers over the years as a quality car albeit at a premium price. But now that they’re second-hand, premium models like the BMW 5 Series tend to drop retained value pretty sharply, making them great used-car buys provided you buy the right one. As with any conventional sedan or wagon, however, the BMW has suffered in popularity terms at the hands of the SUV. In fact, while this generation of 5 Series sedans lasted from 2017 to 2023 as the G30 model, the G31 station-wagon that launched alongside it in 2017, left showrooms in 2020 as demand for SUVs made selling a conventional wagon a very tough job. BMW also made the 5 Series line-up a pretty complex, constantly changing animal, so there are the mainstream models to look for as well as some quite specific variants that are worth investigating. Of the mainstream four-door sedan versions, things kicked off with the 520i with its 2.0-litre, four-cylinder petrol engine, 135kW and 290Nm. The 520d was next with a 2.0 diesel, 140kW and 400Nm. The 530i was also a 2.0L four-cylinder, but claimed 185kW and 350Nm due to a different tune. The first of BMW’s famous inline sixes arrived with the 530d with its 3.0 inline six-cylinder diesel and 195kW and 620Nm. The 540i was a 3.0 petrol six-cylinder with 250kW and 450Nm, while the big hitter was the M550i with its twin-turbo 4.4-litre petrol V8, 340kW and 650Nm. In station-wagon variants, there was a 520d (diesel) and a 530i (petrol). The more specialised variants included the 530e PHEV with 185kW and 420Nm and a small EV battery and electric motor. And then there was the really specialised 530d xDrive wagon with the 530d’s engine teamed with an all-wheel drive platform. There was also a sedan called the M550i xDrive which was more or less a 550i sedan with all-wheel drive, 390kW and 750Nm. If that all sounds a bit complicated, that’s because it is. And it also means when you’re shopping for a second-hand G30 or G31 BMW, it’s vital to know exactly what you’re looking at as the used prices vary enormously. The BMW 5 Series has always been portrayed as the driver’s choice in four-door sedans and it remains an entertaining drive in this form. Its interior space has grown over the years to remain relevant in the face of SUVs and the level of standard equipment is good. The best thing about these cars is the way they depreciate heavily in the first few years, making them good value (compared to their new price) as relatively new used cars. BMW’s reputation for building a quality product has been questioned before this model was ever on sale. However, many of the potential issues are the same ones facing other modern cars with their complex drivelines and requirement to meet ever stricter emissions and fuel economy targets. While many owners of this make and model have had great experiences, the BMW 5 Series is not without its problem areas. Like any modern, high-performance engine, the turbocharged engines in the G30 5 Series are fairly highly stressed in their search for maximum performance with minimum fuel consumption. As such, turbochargers have a pretty hard life and can sometimes require complete replacement. Increasingly, the turbo unit is being seen as a consumable item in modern car design. The BMW’s is no different. Plastic fittings in the cooling system of modern BMWs have also caused their share of problems. Thousands of heat cycles can eventually take their toll on these plastic fittings, and relacing them is often the only option. Due to the engine layout, this isn’t always an easy or cheap job. Diesel engines have been known to experience premature crankshaft wear (if you’re unlucky) and crankshaft pulley failures are also not unknown. The turbo-diesel engine also shares a problem seen on many modern diesel designs, of having oil and soot clog the intake system, requiring disassembly and manual cleaning. EGR (Exhaust Gas Recirculation) systems can also fail. V8 engines have a reputation for poor valve stem seals which sees them start to consume oil. Brake wear will be high on performance models and like a lot of European cars, replacement often includes rotors as well as pads, making the job much more expensive. Tyre wear on all-wheel drive versions can also be very high. Beyond that, the LED DRLs can become yellow or fail, and the active flaps in front of the radiator (designed to get the engine to operating temperature quickly) can fail either through an actuator not working, or a simple physical fault in the plastic linkages. It also makes sense in the complex car like this to make sure every electrical function, from the power windows to the sunroof to the central locking, operates correctly. The G30 5 Series has had a relatively trouble-free run in terms of recalls, but there are a few to check if you’re buying this car. The first was for a batch of 2020-built hybrid cars that had the potential for their high-voltage batteries to catch fire. The problem was to do with foreign objects entering the battery, rather than a battery flaw per se. The second recall was to check cars that had been given some software upgrades, In some cases, these upgrades could cause the engine to fail with predictable results if you were on the road at the time. The other recall affected many models across the entire G30 lifespan and was to check starter motors that could allow moisture in and catch fire as a result. For the full details of what cars were affected and what to do if yours is one of them, check out https://www.vehiclerecalls.gov.au/. There’s no particular build date to avoid here, but as is often the case, BMW got better at building the car the longer it did so. That’s why the earlier cars (2017 to 2020) tend to have more problems than later versions. Of course, as with any high-end car, you should always buy on the condition and service history of the car in question, rather than any rule of thumb. It’s not uncommon to see this make and model for sale with better than 200,000km on its odometer, which is impressive for a car so relatively new. That speaks highly for the overall robustness, but also – in an individual car sense – might be pointing to a history as a high-end taxi or city-hotel courtesy car. Most for sale now, however, have covered between 100,000km and 200,00km, and fewer kilometres is always better in a high-end car like this. You should also give any hybrid example a battery-health check to make sure the EV battery is still within specification and can provide a useful electric-only range. BMW’s diesel sedans have always been popular and with good reason. They’re refined, smooth and offer exceptional fuel efficiency. A V8 sedan or wagon with all-wheel drive is also an appealing prospect for skiing weekends and general safety, albeit with higher running costs. But for our money, the sweet spot in the range is the 530i which retains the four-cylinder turbocharged petrol engine, but in a fairly sharp and entertaining state of tune. It’s also one of the cheaper ways into G30 ownership right now. Plenty of these were sold with the M-Sport option pack, and that makes them even better. For low-kilometre, V8, all-wheel drive examples, you can still easily pay $70,000 to $80,000. But that’s against a brand-new price of about $150,000. At the other end of the price ladder, relatively high-mileage diesels and four-cylinder cars start at about $25,000, while there’s lots of choice across a range of specifications in the $30,000 to $45,000 region. You often hear owners of European cars complain about parts prices. And it’s true. If you want genuine BMW service and replacement parts, you’ll generally be slugged quite hard. But if you can live with non-genuine bits and pieces, then the picture is a bit different. The same goes for service and repairs. Use a BMW dealership and the cost will usually be higher than an independent BMW specialist. And because BMW is a global brand, there are lots of online sellers all over the planet who will have what you need. The BMW 5 Series often played second fiddle to the Mercedes-Benz E-Class in the sales race. That said, it usually finished second in its category, but BWM still often sold less than 100 units per month. Of those, the station-wagon accounted for less than five per cent which is largely why it didn’t survive the facelift in 2020 and disappeared from showrooms. Right now, you’ll find the bigger online sales sites will be listing a few dozen G30 5 Series cars.

The BMW X1 won the Best Small Car starting under $80,000 category in CarsGuide's 2026 Car of the Year awards, and the line-up has just received a shake-up. While petrol and electric (iX1) versions of this small SUV are still on offer, there is now a plug-in hybrid (PHEV) variant. Dubbed the X1 xDrive25e, it’s priced from $79,900, before on-road costs. It’s almost $9000 more than the petrol-powered sDrive20i M Sport ($70,962 BOC), which is only front-wheel drive. This sees it compete against other plug-in hybrid rivals like the Mercedes-Benz GLA250e ($78,800 BOC) and Cupra Formentor VZe ($68,990 BOC). Audi hasn’t launched a PHEV version of its new-generation Q3 in Australia yet. Our test car is fitted with the Enhancement Package ($5700) which adds the following: Metallic paint Panoramic glass sunroof 12-speaker Harman Kardon sound system Heated steering wheel There is a 1.5-litre turbocharged three-cylinder petrol engine that powers the front wheels with a seven-speed dual-clutch automatic, as well as an 80kW electric motor on the rear axle. Total system outputs are 180kW and 477Nm which is good for a 0-100km/h sprint in 6.8 seconds. There’s plenty of power on tap. Around town the electric motor handles almost all of it on its own, but lean harder on the accelerator or deplete the battery charge and the petrol engine steps in to assist. When the petrol engine first fires there can be slight hesitation as the powertrain shuffles how the drive is sent. It’s brief and then things smooth out. The three-cylinder petrol engine has a fun, perky but you can tell it's working hard to shift 1855kg of small SUV. Feeding the electric motor is a 16.3kWh (14.2kWh usable) lithium-ion battery pack which allows for up to 86km of WLTP-claimed electric range. During my urban real-world testing I saw closer to 55km, which isn’t very much by today's standards. BMW claims the X1 xDrive25e has a combined fuel consumption of 3.3L/100km, according to ADR 81/02 testing, though your usage will depend on how often you charge. When the battery was depleted I saw an average of 9.5-10L/100km, which is a fair bit for a car of this size. There is a 47L fuel tank that requires a minimum of 95 RON premium unleaded petrol. Charging up the battery pack can only be done by a Type 2 plug that’s on the front-left quarter panel and allows for AC charging at rates up to 11kW. With this a full charge is claimed to take 1.75 hours. Even though it can feel like the turbo three-cylinder engine is working hard, it’s aided by the electric motor. When you boot the accelerator there's plenty of oomph available, plus if you’re feeling frisky, there’s also a ‘Boost’ mode that turns everything to 11. Once the need for speed is over, it’s surprising just how fun this car is to drive, even around town. This is primarily thanks to light, yet direct steering. This version of the X1 comes with the M Sport package as standard, which means it has a sportier suspension set-up with adaptive dampers. It’s generally comfortable and compliant, though harsher bumps can transmit into the cabin with a jolt. There’s a lot of polish to this car and it’s clear it's still a segment benchmark, at least from a dynamic standpoint. The BMW X1 still has a striking cabin with its dual screen set-up, though the 10.7-inch touchscreen multimedia system does look a touch small now compared to some of its competitors. Looking elsewhere there's the classic chunky BMW steering wheel, a generous amount of open storage under the centre console, a handy clamp to hold your phone on the wireless charger, as well as a comically small centre armrest storage spot. Despite being a small SUV, there’s still a generous amount of space in the second row. Plus, the floor is virtually flat, meaning the centre seat isn’t a terrible place to sit. Though the centre seat has a roof-mounted seatbelt which does eat into rearward visibility. Adding to the segment-defying space, it has 490L of boot space with the rear seats upright, expanding to 1495L when folded. Surprisingly for a PHEV there’s even underfloor storage for the charging cables, however there’s no spare wheel. Petrol and electric versions of the BMW X1 have a five-star ANCAP safety rating. It’s unclear whether this will be extended to the PHEV. The following safety equipment is on offer: Autonomous emergency braking (AEB) Blind-spot monitoring Rear cross-traffic alert Lane-keep assist Adaptive cruise control Lane-change assist Surround-view camera Front and rear parking sensors Parking assist Dashcam All of the safety systems are well-calibrated and don’t interfere with the driving experience, unless required. Like all BMWs, the X1 xDrive25e is covered by a five-year, unlimited-kilometre warranty, which is standard for luxury carmakers but lacking when compared to mainstream counterparts. The high-voltage battery is also covered for eight years or 160,000km. BMW offers three- and five-year pre-paid service packages which are priced at $1466 and $2493, respectively. The latter equals about $500 per service, which is typical for a European luxury car of this size.

The soon-to-arrive BMW iX3 40 eDrive will open the new iX3 range, sitting well below the iX3 50 xDrive in terms of price, but not in terms of equipment, with both models sharing the same features list. BMW has secured Luxury Car Tax-busting pricing for the 40, starting at $89,900, before on-road costs. For that, you get a single motor for rear-wheel drive and a smaller battery than in the twin-motor 50 xDrive. The iX3 40's battery is 82.6kWh and the range promise is a still-considerable 635km, while its rear motor delivers 235kW and 500Nm – enough for a sprint to 100km/h in a brisk 5.9 seconds.

The  BMW iX3 50 xDrive is the for-now flagship of the new iX3 range, combining ridiculous range with proper driving fun. The 50 xDrive is $109,900 MSRP, and for that you get a massive battery, lots of range and plenty of dual-motor punch, and a long list of standard features – including the headline-grabbing Panoramic Vision, which swaps the traditional driver screen for a vast display that stretches the entire width of the cabin. Its massive 108.7kWh net NMC battery delivers a maximum driving range of 805km, which is frankly ridiculous. To get it, you need to engage Efficiency Max, which dulls the drive experience, but that is an impressive number all the same. Engage the sportier settings and the figure drops to more like 650km-plus.  Its twin-motor AWD set-up delivers a total 345kW and 645Nm, which is a lot. And because there is no traditional transmission to step through, and because all that oomph arrives at once, it feels plenty punchy. BMW says the sprint to 100km/h takes 4.9 seconds, and we believe them. Top speed is a claimed 210km/h.

The BMW iX3 is more than just a new EV for the German brand, it's the flag bearer for the Neue Klasse (or New Class) architecture, promising new tech, features and driving fun that will spread to all BMW's incoming electric vehicles. But does it live up to the hype? We put it to the test at its local launch to find out.

There's something newer and far more advanced on the horizon, but does the BMW i4 electric liftback still have enough appeal in 2026?