BMW’s next-generation 3 Series is at the Miramas proving grounds in southern France right now, lapping handling courses and high-speed ovals in camouflage. That testing phase is nearly done. The interesting detail isn’t the timeline, though. It’s that the new range-topping M350 xDrive will eventually let owners send every one of its 437 hp to the rear axle, and the cars already delivered before that feature goes live will get it through a remote software update.
That over-the-air delivery mechanism is called Drift Moment. BMW says it arrives during the course of 2027, at which point early buyers receive it automatically via Remote Software Upgrade rather than waiting for a dealer visit. At the press of a button, the xDrive system sends drive exclusively to the rear wheels. Combined with the DSC OFF function and the M Sport differential’s multidisc clutch control, the result is what BMW describes as a pure, emotionally engaging experience designed around going sideways. Whether that holds up to scrutiny is a question for the first test drive, but the OTA delivery model is notable on its own terms: BMW is committing to unlock a significant performance mode post-sale, not just push a map update.
The M350 xDrive Powertrain
Powering the M350 xDrive is a 3.0-liter TwinPower Turbo inline-six paired with 48V mild hybrid technology. Combined output is 437 hp and 428 lb-ft of torque, sent through an eight-speed Steptronic transmission to BMW’s xDrive all-wheel drive. BMW quotes a 0 to 62 mph time of 4.1 seconds and an electronically limited top speed of 155 mph. The M350 xDrive is the only model in the new 3 Series ICE lineup to use a six-cylinder; the remaining variants make do with four-cylinder engines, also with 48V mild hybrid assistance. The M350 xDrive comes standard with adaptive M suspension, the M Sport differential, and variable sport steering.
The chassis tuning on the M350 xDrive is specific to that model, with further improved torsional and vertical stiffness over what the standard 3 Series hardware provides. That structure matters because Drift Moment is asking the chassis to handle sustained rear-drive powerslides on a platform tuned primarily for all-wheel traction. BMW’s engineers clearly thought that through before putting it on the spec sheet.
Chassis Engineering Across the Lineup
Across all ICE variants, the new 3 Series rides on a double-joint spring strut front axle and a five-link rear axle. The wheelbase is longer than the outgoing car’s, and both front and rear tracks are wider. Anti-roll bar mounts run with high preload on both axles to improve roll control. Standard suspension uses newly developed lift-related dampers. Buyers who want more can specify Adaptive Suspension or, at the top of the options list, Adaptive M Suspension. For the first time on the 3 Series, there are optional sports tires in 245/35 R20 front and 275/30 R20 rear sizes, meaningful fitments for a car being marketed on its transverse dynamics.
The integrated braking system has been upgraded, and the steering ratio has been adjusted for finer control. These are evolutionary refinements rather than wholesale changes, but the 3 Series has consistently outhandled its primary rivals in the compact sports sedan segment. The current generation, despite being late in its life cycle, still sets the benchmark in handling and driving feel against the Mercedes-Benz C-Class and the Audi A5. BMW has sold more than 20 million 3 Series examples since 1975. That track record creates a high floor; the engineering team at Miramas is refining a formula that already works.
The BMW Driving Stack
BMW uses distinct chassis control architectures for the ICE and electric variants of the new 3 Series. The fully electric BMW i3, which had its design premiere in March 2026, runs the Heart of Joy central computer alongside BMW Dynamic Performance Control, a system developed specifically for sixth-generation electric drive architecture. The ICE models, including the M350 xDrive, operate on an optimized, separately tuned BMW Driving Stack calibrated for combustion powertrains. A transverse dynamics management system bundles agility-related functions, including the all-wheel drive system, in a way BMW says is philosophically parallel to the Heart of Joy but engineered for the realities of a turbocharged engine rather than dual motors.
That distinction matters for buyers trying to choose between the ICE and electric variants. The i3 and the M350 xDrive may share Neue Klasse bodywork and overall proportions, but their driving personalities come from architecturally different software underpinnings. BMW is betting that buyers will notice the difference at the wheel rather than on the spec sheet.
Design and Interior
Both the ICE models and the BMW i3 use Neue Klasse design, with BMW’s four-eyed headlight signature reinterpreted in a fresh direction. Long wheelbase, short overhangs, and a modern 2.5-box profile are consistent across the lineup, with only detail-level differences signaling which drive system sits beneath the hood. Inside, all new 3 Series models carry BMW Panoramic iDrive with BMW Operating System X, the same display and operating system architecture introduced on Neue Klasse products.
BMW has not disclosed pricing or a specific on-sale date beyond confirming that M350 xDrive production begins in the second half of 2026.
More than 20 million 3 Series cars sold, a dominant segment position, and now a drift mode arriving wirelessly after purchase. BMW is making the case that the benchmark can still surprise you.
2027 BMW M350 xDrive Photo Gallery
Source: BMW. Images courtesy of BMW.
