Future BMW V8 and V12 models in doubt

BMW has seemingly sounded the death knell for its famous large-capacity internal combustion engines, indicating in a recent interview that the business case is diminishing for big-bore engines.

Speaking with

Instead, the exec indicated plug-in hybrid models that use smaller capacity engines would fill the role of traditional V8s and V12 in the future, predicting that electrified variants would account for 20 to 30 per cent of global BMW sales by 2030.

In a vote of confidence for BMW’s legendary straight-six petrol engines, Froehlich expected those to remain in production for “at least 30 years”.

“Regulations on internal combustion engines are accelerating and getting more diverse all over the world. We have to update our engines every year, especially for China. Because this costs a lot of money, we have to streamline our offerings,” Froehlich explained.

“On the diesel side, production of the 1.5-litre, three-cylinder entry engine will end and the 400hp, six-cylinder won’t be replaced because it is too expensive and too complicated to build with its four turbos. However, our four- and six-cylinder diesels will remain for at least another 20 years and our gasoline units for at least 30 years.”

Last year, BMW indicated the 6.0-litre twin-turbo petrol V12 that currently powers the BMW M760Li would stick around until 2023 due to demand in China and the Middle East.

Speaking specifically about big-capacity petrol engines, such as the 441kW V8 that currently powers the monstrous BMW M5, Froehlich pointed to an ongoing rethink of that technology.

“The V12 may not have a future given that we only produce a few thousand units each year and the several thousand euros of added cost it takes to make them compliant with stricter emissions rules,” he said.

“When it comes to the V8, it’s already difficult to create a strong business case to keep it alive given that we have a six-cylinder high-powered plug-in hybrid unit that delivers 441kW (600hp) of power and enough torque to destroy many transmissions.”

In the short- to medium-term, Froehlich considers plug-in hybrid drivetrains as the most effective way of meeting stricter emissions while also appeasing buyers, but indicated that would change between markets.

He said customers globally wanted flexibility, pointing to research from 500,000 sales that indicated most consumers recharged at the home or office, and seldom elsewhere.

“The best assumption is that electrified vehicles will account for 20 per cent to 30 per cent of worldwide sales by 2030, but with a very diverse global distribution,” Froehlich explained.

“China’s big east coast cities will become purely electric pretty soon while western China will rely on gasoline engines for the next 15 to 20 years due to a lack of infrastructure.

“In Europe there is reluctance to jump directly to BEVs, so plug-in hybrids are the right solution. They will be used as BEVs during the week and run on gasoline on weekends or long trips. We expect plug-in hybrids to account for up to 25 per cent of [European sales], gasoline and diesel will have more than 50 per cent and the rest will be BEVs.”