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BMW Cuts V-8 Power In Europe, But Not In The United States

BMW’s S68 twin-turbo V-8 was always living on borrowed time. Not because it wasn’t good—it’s spectacular—but because Europe’s regulators have been circling it like wolves around a bratwurst. Now the bite has finally landed. Beginning next month, BMW will detune the S68 in Europe to meet upcoming Euro 7 emissions rules, slicing 40 horsepower from the gasoline side of the powertrain in both the M5 and XM Label—and doing it two years before the regulations even take effect.

Yes, the axe falls early.

In pure BMW fashion, though, Munich refuses to let its flagship Ms look weak on paper. To offset the combustion-engine haircut, BMW is turning up the voltage. The electric motor in the M5 is upgraded so that the total system output remains 717 horsepower, exactly where it was before. The XM Label does the same trick, holding the line at 737 horsepower by pairing a slightly weaker V-8 with a stronger electric motor.

The result is a numbers game that looks unchanged on a spec sheet—but one that tells a more complicated story underneath.

Europe Loses 40 Horses. America Doesn’t.

This change applies to all M5s and XM Labels sold in the European Union’s 27 member states, plus any other markets that follow EU emissions rules. But if you’re buying one in the United States, you can breathe easy—and deeply.

BMW spokesperson Jay Hanson confirmed that U.S.-market M5s and XM Labels will continue to use the full-power S68, with no detuning required. In other words, America gets the uncorked V-8 while Europe gets the eco-friendly version with an electrified crutch.

That’s not exactly new in the modern car world—but it’s still a bitter pill for European enthusiasts, especially when the M5 is supposed to be BMW’s unapologetic performance flagship.

The S68 Isn’t Going Anywhere

Despite the emissions squeeze, BMW isn’t walking away from its V-8 anytime soon. The S68 is slated to power a whole lineup of future M and M Performance models, including:

  • The next-gen X5 M Performance (G65)
  • The full X5 M (G95)
  • The X7 (G67)
  • And the next X6 in both G66 M Performance and G96 M forms

Even BMW ALPINA is expected to stick with the V-8 for the return of the B7 and an XB7 successor, though those models will reportedly come with hybrid and inline-six variants as well. An electric ALPINA is also on the horizon—which feels both inevitable and faintly tragic.

Meanwhile, the current M5 (G90 sedan and G99 wagon) will keep the S68 when its mid-cycle update arrives. The facelifted models have already been caught testing, though their official debut isn’t expected until late spring next year, ahead of production starting in July 2027.

More Than Just a Power Cut

BMW isn’t simply turning down the boost and calling it a day. European-market M5s and XM Labels are also switching to the Miller combustion cycle, a strategy that improves efficiency and lowers emissions by tweaking how the engine handles intake and compression. On top of that, BMW is upgrading the exhaust aftertreatment system and recalibrating engine management software.

The company insists the result is “continued dynamic performance at the highest level,” thanks to the stronger electric motor filling in for the lost V-8 output.

Maybe. But we all know what that really means.

Hybrids are fantastic at masking what’s been taken away—until you start pushing the car hard, again and again, when heat, weight, and battery limitations start to matter. The M5 is already a two-and-a-half-ton missile. Adding more electric hardware to compensate for a neutered engine only makes it heavier.

And if given the choice, most buyers would almost certainly take the 40 horsepower back instead of the electrons.

As someone who lives in Europe, I know I would. Better yet, ditch the plug-in hybrid altogether and let the V-8 breathe freely again. It would shed weight, restore character, and make the M5 feel like an M5 instead of a regulatory workaround.

Of course, the EU wouldn’t be thrilled about that.

Source: BMWBlog

News

Kia K4 Hatchback Lands in the U.S., Manual Transmission Still a Maybe

Kia has officially brought the K4 Hatchback to U.S. shores, and it’s already hitting dealer lots nationwide. The car’s arrival fills a gap for buyers who want something more practical and versatile than the K4 sedan—but there are a few caveats. For starters, the new hatchback is strictly front-wheel drive, offered only in automatic, and not all of the sedan’s trims will make the jump across the Atlantic.

At a press event in Los Angeles, a Kia representative addressed the big question on enthusiasts’ minds: will the K4 Hatchback ever get a manual transmission in the U.S.?

“We don’t have any plans for a manual transmission right now, but the platform is perfectly capable of accepting one,” the spokesperson said. “We do offer a manual in other markets. If we find that there’s demand in our market for a manual transmission and it makes business sense, it’s technically possible.”

In other words, the stick-shift faithful shouldn’t lose hope just yet. Kia is clearly keeping the door open, suggesting that if U.S. buyers voice enough interest, a manual K4 could arrive down the road. Overseas, manual-equipped K4 models are already part of the lineup, offering a more engaging driving experience that American buyers currently miss out on.

While at the event, the discussion turned to the K4 Sportswagon. Recently unveiled overseas, the wagon offers multiple engines and even a manual option in select markets. Unfortunately for U.S. buyers, the Sportswagon is expected to remain a European exclusive for now, where demand for wagons still thrives. That leaves the hatchback as the only alternative for stateside shoppers seeking added cargo versatility.

For now, the U.S. K4 Hatchback is available in three trims, all paired with an automatic transmission. While the architecture can support a manual in the future, there’s no plan to introduce one—or the Sportswagon—at the moment. Kia’s strategy seems to hinge entirely on market reception: the better the hatchback sells, the more likely we could see a manual—or even a wagon—join the lineup.

For those in the market for a compact hatch with sleek styling and practical dimensions, the K4 Hatchback arrives as a solid choice—but if you’re a gearhead longing for a stick, you may have to wait and make some noise.

Source: Kia

News

ICE Orders Canadian Armored Trucks Amid Trade Tensions—Because Capability Still Beats Politics

In an era of “America First” procurement talking points, you’d expect federal agencies to keep their shopping carts strictly domestic. Yet, while the Trump administration continues to spar with Canada over tariffs and trade, Immigration and Customs Enforcement (ICE) has quietly signed a contract for something built well north of the border: 20 Roshel Senator armored vehicles, manufactured in Ontario.

The deal is worth $7.23 million USD—a tidy $10.08 million CAD—and follows hot on the heels of another federal order, this time from the State Department, for 25 additional Senators totaling $8.19 million USD. So in the middle of steel tariffs and rhetoric-heavy press conferences, Canada’s armored-vehicle industry is suddenly doing brisk business with Washington.

Why the Senator? Capability and Logistics Win Out

Procurement documents shed some light on the apparent contradiction. ICE specifically sought armored vehicles certified to B7 protection levels, meaning they can shrug off fire from serious rounds—think .308 Winchester, 30-06, and 7.62 mm rifle ammunition.

According to a report from Canada’s Global News, Roshel was the only manufacturer capable of meeting all technical requirements while also delivering within a tight 30-day window. In the world of armored vehicles, speed matters nearly as much as armor thickness.

That combination—high protection, quick delivery—seems to have overridden the ideological preference for domestic sourcing. When you need armor, you buy armor.

A Fleet for a Hardline Mission

ICE’s acquisition spree ties into the agency’s ongoing enforcement efforts. A recent Texas operation netted 3,593 arrests, categorized by ICE as “criminal illegal aliens.” The agency noted that the group included individuals convicted of serious crimes ranging from homicide to driving while impaired. Others were linked to auto thefts and hit-and-runs.

Those headlines paint a picture of field teams operating in environments where ballistic protection isn’t a luxury—it’s a requirement. The Senator, built on a commercial truck platform but wrapped in purpose-built armor, is engineered for exactly that mission profile: rapid deployments, urban operations, and the ability to stop small-arms fire without breaking a sweat.

Diplomacy? Not So Much. Business? Absolutely.

The political backdrop only adds flavor. Earlier in the year, President Trump and Ontario Premier Doug Ford had a public dust-up over anti-tariff messaging. But if relations on the podium were frosty, Roshel’s order book suggests things were much warmer behind the scenes.

Ford even seized the moment with a hint of humor. “We’ll take orders anywhere in the world,” he told reporters. “And thank goodness the Americans are ordering it off us.”

It’s a rare bipartisan point of agreement: when it comes to specialized armored hardware, even a trade war won’t stop a good product from crossing the border.

For all the political fireworks, this purchase underscores a simple truth that automotive and defense procurement teams know well: mission requirements beat messaging. When federal agents need high-protection, high-reliability armored trucks—and need them fast—capability trumps nationality.

The Roshel Senator may not be American-made, but for ICE, it appears to be the right tool for the job.

Source: GlobalNews