Spy photographers appear to have snapped the redesigned iX1.
It’s expected to arrive in 2027 with a host of Neue Klasse technology.
SUV follows in the footsteps of the iX3 and adopts Panoramic iDrive.
The BMW iX1 will turn four years old in May, but major changes are in store as a Neue Klasse version is in the works. It promises to be a radical departure that ushers in some new technology we’ve already seen on the iX3.
Spied at a charging station, the crossover adopts an all-new front end with a slender twin kidney grille. It’s accompanied by lighting units that closely recall those found on the iX3.
Further below, we can see a wide central intake that eschews the vertical element found on its larger counterpart. The bumper also appears pretty curvaceous, which should help to improve the model’s aerodynamics.
Moving down the sides, there are pronounced wheel arches and streamlined bodywork. We can also see flush-mounted door handles and a familiar greenhouse.
The rear end is heavily disguised, but there’s a new liftgate with a license plate recess that has been moved closer to the bumper. The model also sports a flatter spoiler and a more rounded design.
The Neue Klasse design continues inside the cabin, which has been equipped with Panoramic iDrive. It features a pillar-to-pillar display at the base of the windscreen as well as a freestanding infotainment system, which presumably measures 17.9 inches.
Elsewhere, we can see a new center console with a shifter and controls that appear to be lifted directly from the iX3. Additional details are hard to make out, but the crossover has a camera-mounted on the rearview mirror.
While it was initially believed BMW was working on a Neue Klasse facelift for the X1 lineup, this appears to be a redesigned iX1. This suggests the ICE and EV variants will diverge in a similar fashion to the X3 and iX3.
As a result, the connections to the iX3 will be more than skin deep and the two models will likely share a lot in common. This should include an 800V architecture, cylindrical-cell battery packs, and efficient electric motors.
We’ll likely get a better idea of what to expect once BMW rolls out additional versions of the iX3. So far, we’ve only seen the 50 xDrive variant, which has a dual-motor all-wheel drive system producing a combined output of 463 hp (345 kW / 469 PS) and 476 lb-ft (645 Nm) of torque. The model also sports a 108.7 kWh battery pack, which provides a WLTP range of up to 500 miles (805 km).
New ID. Cross prototype loses heavy disguise and mirrors concept.
VW uses clever tape tricks to fake gas cues but EV details obvious.
Likely to get 208 hp motor and 52 kWh battery from ID. Polo.
Spy photographers just caught VW’s smallest electric SUV running around almost completely undisguised – it was even wearing a VW badge. And the only thing more obvious than the ID. Cross‘s shape is the fact that Wolfsburg really wants us to think it’s not electric at all.
Gone is the heavy swirly wrap. In its place is VW’s favorite optical illusion job where silver and black tape is slapped across the grille, lights and bumpers to impersonate an older gas powered model. It doesn’t work. Under the tape we can clearly see the exact contours of the ID.Cross concept shown a few months ago at the Munich auto show.
The production doors are now almost fully exposed without their earlier cladding, although VW has even tried to hide the black lower plastic trim by covering it with body color tape. The C pillar treatment is also disguised, though only enough to hide the fun ID. Buzz style inserts that we know sit underneath.
Shape-wise nothing has changed. The bluff little nose, the tight overhangs and the tucked tail all match the concept almost panel for panel. Even the light graphics are visible through the tape and they look identical to the Munich show car’s with VW’s latest family face emerging loud and clear.
Tablet touchscreen with AI
Though we can’t see inside on these latest images, we can be sure it will also closely echo what was on display at Munich. That means an 11-inch freestanding rectangular digital gauge cluster ahead of the steering wheel, and a much bigger, 13-inch tablet touchscreen mounted above the console and featuring ChatGPT-powered AI assistance.
Under the skin the ID. Cross shares its MEB platform and hardware with the new ID. Polo. The Cross concept had a 208 hp (211 PS / 155 kW) front mounted motor, which is the punchiest of the three launch powertrains VW confirmed for the Polo EV this week.
ID.Cross GTI?
The other two Polo options make 114 hp (85 kW / 116 PS) and 133 hp (99 kW / 135 PS), and you can be sure that the second of those, if not both, will also make it to the ID. Cross.
How about an ID. Cross GTI? It’s theoretically possible, since VW plans to add a 223 hp (166 kW / 226 PS) motor to the Polo down the line to create its first electric hot hatch.
VW never confirmed battery dimensions for the concept, but did reveal a 261-mile (420 km) range. That ties in with the 280 miles (450 km) VW claims for the lighter, more slippery ID. Polo with a 52 kWh battery. Polos will also be available with a 37 kWh pack, though VW might not offer that on the SUV when it debuts in production form in 2026.
EU will allow ICE and hybrid cars beyond 2035 under new rules.
Carmakers can offset emissions using fuels and green steel.
No formal end date now exists for combustion car sales.
Europe’s big plan to end internal combustion by 2035 always seemed a bit like an immovable deadline carved into regulation. Now, that’s over as the European Union is walking back that goal. The European Commission just unveiled a major revision to its automotive regulations, and it adds a lot more flexibility moving forward.
Instead of requiring a 100 percent reduction in tailpipe CO₂ emissions compared to 2021 levels, automakers will now need to achieve a 90 percent reduction from 2035 onward. That remaining 10 percent can be offset using a mix of biofuels, e-fuels, and credits tied to the use of low-carbon steel produced within the EU.
The full automotive regulation package, formally announced on December 16, will be presented to the European Parliament and Council in 2026 for formal review and approval.
What Happens After 2035?
In practice, this opens the door for pure ICE cars, mild hybrids, plug-in hybrids, and range extenders to continue existing alongside EVs and hydrogen vehicles. Importantly, this revised proposal doesn’t include a new sunset date for combustion engines.
Once the 90 percent target is met, there is no hard legal endpoint for selling ICE-powered vehicles, provided manufacturers can balance their emissions through the approved compensation mechanisms.
Automakers will also benefit from softened 2030 requirements, as emissions targets will now be averaged over the 2030 to 2032 period, offering manufacturers additional flexibility similar to the approach taken with 2025 targets.
Again, all of this is coming in the wake of pressure from industry leaders like BMW, VW, Mercedes, Renault, and Stellantis. Even Ford’s CEO Jim Farley warned the EU that its previous targets were too stringent. It appears as if the corporate powers that be made their voices heard.
Pressure From the Top
The move follows a year of high-level meetings between EU officials and the auto industry, part of a broader “strategic dialogue” aiming to rebuild trust after years of tension, much of it stemming from the fallout of the VW diesel-emissions scandal.
That said, the EU is not abandoning electrification. The Commission is doubling down on incentives for small, affordable electric cars built in Europe, granting them “super credits” that count more heavily toward manufacturers’ emissions compliance.
A new M1E vehicle category will also simplify regulations for EVs under 4.2 meters (13.7 ft) in length, making it easier for governments to support them with targeted incentives.
Lightening the Load
To give automakers more stability, the Commission is also proposing a 10-year freeze on new vehicle regulations. That pause could significantly reduce compliance complexity and offer clearer long-term planning for product cycles.
In short, the EU isn’t reversing course altogether, but it’s trading the rigidity it once held for a bit more realism. Combustion engines won’t die after 2035; they’ll just be managed more heavily than in the past.
Alongside the policy update, the Commission is rolling out additional support for European battery production, investment in software-defined vehicles, and new local-content requirements for EVs. These steps are aimed at improving competitiveness, particularly in the face of mounting pressure from Chinese automakers.
EV and PHEV sales climbed significantly in China and Europe.
Roughly 18.5 million electrified vehicles were sold this year.
North America’s EV market declined despite global momentum.
While the headlines might suggest an EV apocalypse is underway, with manufacturers pulling back and investments drying up, the reality is a bit more complicated. Sure, some markets are cooling and certain automakers are reconsidering their timelines, but the global picture paints a different story.
At least for now. The coming months could easily tip the scale again, especially in regions where policy and consumer behavior tend to swing fast.
New data shows that worldwide sales of battery-electric and plug-in hybrid vehicles have actually grown this year, bolstered by steady demand in China and across Europe.
According to figures from Rho Motion, approximately 18.5 million EVs and PHEVs have been sold globally between January and November 2025, representing a 21 percent increase from last year.
Where the Growth Is
Unsurprisingly, China leads the way with reported sales of 11.6 million, a 19 percent rise from the same period in 2024. While Europe remains a far smaller market, with 3.8 million EVs and PHEVs finding new homes, it experienced a higher growth rate with sales jumping 33 percent.
A closer look at Europe reveals that 35 percent more BEVs have been sold this year, and 39 percent extra PHEVs have been delivered. Contributing to this growth was France, where for the first time this year, year-to-date sales rose in November, although only by 1 percent.
EV Sales Jan-Nov 2025
Region
YTD 2025
YoY Change
Global
18.5 million
+21%
China
11.6 million
+19%
Europe
3.8 million
+33%
North America
1.7 million
-1%
Rest of World
1.5 million
+48%
SWIPE
Rho Motion
Italy also experienced a strong November with EV and PHEV sales jump to 25,000 units after an incentive program was launched, encouraging locals to sell their old ICE models.
Still, the trajectory in Europe could change direction quickly. On Tuesday, the European Commission revealed plans to drop the proposed 2035 ban on new combustion-engine vehicle sales, a reversal largely driven by industry lobbying.
What About America?
Things couldn’t be anymore different in North America, in particular in the US. While EV sales increased in November compared to October, the first month without the federal EV tax credit, they are still far below what they were when the $7,500 credit was still available.
Data from Rho Motion notes that sales in North America have fallen 1 percent this year, meaning it’s quickly turned into a global laggard when it comes to global EV adoption.
Following President Trump’s decision to rollback CAFE fuel economy standards, sales of EVs and PHEVs are unlike to grow at a significant rate, and may ultimately decline.
In contrast, the rest of the world, grouped together in the dataset, logged 1.5 million EV and PHEV sales this year, up 48 percent compared to 2024. While the volumes are smaller, the growth suggests that in many regions, electrification is still gaining ground, just not always where the spotlight is aimed.
Ford developed the Bronco Basecamp with its Chinese joint venture partner.
Both fully electric and range extender versions of the SUV are available.
Right and left-hand drive builds could allow exports to Australia and beyond.
Given Australia’s long-running affection for off-roaders and the popularity of models like the Ford Ranger and Ranger Raptor, it’s somewhat surprising that the Ford Bronco has never officially made it over there. That may soon change.
But rather than bringing in one of the two American-market Broncos, Ford could instead be planning to import a new, unrelated version just launched in China.
Known as the Ford Bronco Basecamp, or Bronco New Energy, this model is the result of Ford’s joint venture with Jiangling Motors Corporation (JMC). It’s styled like a mash-up of the full-size US Bronco and the more compact Bronco Sport, yet it’s larger than both.
Importantly, unlike the Bronco sold stateside, Ford will build the Bronco Basecamp in right-hand drive configuration. According to the team from Wheelsboy, it will be exported to markets like Australia, as well as throughout Southeast Asia, the Middle East, and South America.
A New Angle on the Bronco
Unlike the American Bronco, which sits on a ladder-frame chassis, the Chinese version uses a unibody construction. That suggests it won’t be quite as competent in hardcore off-road situations, though it could be more agreeable on sealed roads.
And it’s no small thing, literally, as it measures 5,025 mm in length, or just over 197 inches, which makes it 101 mm longer than the Ford Everest already sold in Australia.
This shift in construction doesn’t just affect handling. It also reflects a different sort of appeal, likely aimed at buyers who want rugged looks with more livable day-to-day driving dynamics. As such, it feels less like a direct rival to traditional 4x4s and more like a large SUV with outdoorsy credentials.
EV And Range-Extender Power
The powertrains are particularly interesting. All-electric versions of the Bronco Basecamp are equipped with a sizeable 105.4 kWh battery pack and two electric motors that combine to deliver 445 hp and 424 lb-ft (575 Nm) of torque. This gives it more horsepower than the ICE-powered Bronco Raptor, and almost as much torque.
In China, the Bronco Basecamp is also available as a range-extender, featuring a 1.5-liter turbocharged four-cylinder engine with two electric motors and a 43.7 kWh battery pack. It delivers a combined 416 hp and 442 lb-ft (600 Nm), all while being able to travel up to 220 km (137 miles) on a single charge.
It’s not yet clear if Ford could bring both of these powertrain options to Australia, or if it’ll limit the range to just one. While this won’t be the American Bronco that many locals have been clamoring for, it could be the next best thing.
Ford cancels Lightning EV and planned electric vans worldwide.
Automaker shifts focus to hybrids and range-extended EV trucks.
It will also build a new van in Ohio with gas and hybrid engines.
Ford’s bad bet on electric vehicles continues to have brutal repercussions, so they announced plans to rationalize their “U.S. EV-related assets and product roadmap.” This will come with a steep price tag as the automaker announced plans to record about $19.5 billion in special items on their financial results.
Aside from wasting a ton of money, Ford revealed they no longer plan to “produce select larger electric vehicles where the business case has eroded due to lower-than-expected demand, high costs and regulatory changes.” This likely references today’s decision to axe the F-150 Lightning EV and eventually revive it as a range-extended pickup truck.
The company also announced they will no longer build a previously planned electric commercial van for Europe. Plans for an electric van in North America have also been dropped, but they’re being replaced by an affordable commercial van that will offer gas and hybrid engines. This model will be built at Ford’s Ohio Assembly Plant in Avon Lake starting in 2029.
Ford previously abandoned three-row EVs, but they’re still committed to new electric vehicles based on the Universal EV Platform. These will be small and affordable, with the first variant arriving in 2027 for around $30,000.
Besides hitting the brakes on most BEVs, Ford confirmed they’ll “expand powertrain choice” by offering more hybrids and range-extended electric vehicles. The company expects the mix of these three powertrains will be approximately 50% of its global volume by 2030, which would be up from 17% this year.
To help fuel this projected jump in demand, Ford is planning a range of different hybrids. Some will focus on fuel economy, while others chase performance. We can also expect hybrids with exportable power, which has become popular with customers.
On the range-extended side of things, Ford implied the second-generation F-150 Lightning will be joined by range-extended versions of their larger SUVs. This likely means we can expect to see electrified versions of the Expedition and Navigator.
Ford went on to say that by the end of the decade, nearly every vehicle will offer a hybrid or “multi-energy powertrain choice.”
Given the shift away from EVs, Ford is renaming the Tennessee Electric Vehicle Center as the Tennessee Truck Plant. It will build new, affordable gas-powered trucks starting in 2029. This is a departure as the plant was originally supposed to build the next-generation F-150 Lightning.
Ford Battery Business
Despite throwing in the towel on most EVs, Ford announced plans to launch a battery energy storage system business. It will provides sales and service to support the electric grid and growing demand from data centers.
The pivot can partially be explained by the transition away from EVs as Ford has a lot of excess battery manufacturing capacity. As a result, they’re repurposing their Glendale, Kentucky plant to manufacture 5 MWh+ advanced battery energy storage systems. As part of the change, the facility will build “LFP prismatic cells, battery energy storage system modules, and 20-foot DC container systems.”
Ford also announced their BlueOval Battery Park in Marshall, Michigan will make residential energy storage solutions. They’ll be built alongside LFP prismatic battery cells for models based on the Universal EV Platform.
In a statement, Ford CEO Jim Farley said “This is a customer-driven shift to create a stronger, more resilient and more profitable Ford.” He added, “The operating reality has changed, and we are redeploying capital into higher-return growth opportunities: Ford Pro, our market-leading trucks and vans, hybrids and high-margin opportunities like our new battery energy storage business.”
Ford has killed off the fully electric F-150 Lightning.
The model will return as a range-extended electric truck.
It promises over 700 miles of range using a gas generator.
Ford had high hopes for the F-150 Lightning, but demand didn’t live up to expectations. As a result, production was indefinitely halted earlier this year so employees could focus on building more profitable and popular pickups at the Dearborn Truck Plant.
This left the fate of the F-150 Lightning up in the air and now we know it’s already dead. In a rather matter of fact way, Ford announced “production of the current F-150 Lightning ends this year.” They then clarified production has already “concluded.”
However, this isn’t the end of the story. Quite the opposite as Ford announced a second-generation F-150 Lightning, which will be an extended-range electric vehicle. In effect, Ford is admitting going fully electric was a mistake and they’re now following in the footsteps of the Ram 1500 REV, which used to be known as the Ramcharger.
The Blue Oval hasn’t disclosed much about the new model, but the headline figure is hard to miss: more than 700 miles (1,127 km) of total range. To put that number into perspective, the current F-150 Lightning maxed out at 320 miles (515 km).
Ford went on to say the model will deliver the “pure EV driving experience” that customers love, while eliminating the need to stop and charge during long-distance trips. This will be made possible by an engine, which acts as a generator to recharge the truck’s battery pack.
The new model will presumably have a smaller and cheaper battery, but Ford confirmed the next Lightning will continue to offer “exportable electricity that can power everything from work sites to camp sites to homes during a power outage.” They added the new model “reinforces the F-Series legacy of innovation, giving owners the electric benefits they want with the reliability they need.”
In a statement, Ford’s Doug Field said “Our next-generation F-150 Lightning EREV will be every bit as revolutionary [as the original]. It delivers everything Lightning customers love – near instantaneous torque and pure electric driving. But with a high-power generator enabling an estimated range of 700+ miles, it tows like a locomotive. Heavy-duty towing and cross-country travel will be as effortless as the daily commute.”
The second-generation F-150 Lightning will be assembled at the idled Rouge Electric Vehicle Center in Dearborn. There’s no word on when it will arrive, but it could be a ways off.
Note: Sketch of the current F-150 Lightning pictured in the opening image.
Volkswagen shared details on the upcoming ID. Polo lineup.
EV launches with two batteries and three motor configurations.
A 223 hp ID. Polo GTI arrives one year after initial launch.
Volkswagen has released a slew of details about the ID. Polo, ahead of its launch next year. The company has a lot riding on its success, as it’s the first of four compact electric models that VW believes will reshape its small car lineup.
Since we’ve already seen camouflaged prototypes at the Munich Motor Show, we’ll simply note the car has a “Pure Positive” design that promises to offer space worthy of the “next higher class of vehicle.”
In this case, the car measures 159.6 inches (4,053 mm) long, 71.5 inches (1,816 mm) wide, and 60.2 inches (1,530 mm) tall with a wheelbase spanning 102.4 inches (2,600 mm). Volkswagen noted this is roughly the same size as the MQB-based Polo, but the interior is 0.7 inches (19 mm) longer with a lot of that helping to improve rear seat legroom. There’s also more headroom as well as extra interior width.
Practicality gets a noticeable lift in the boot as well. The ID. Polo offers more cargo room than the ICE-powered model. It holds 15.4 cubic feet (435 liters) of luggage, but that can be expanded to 43.9 cubic feet (1,243 liters) by folding the rear seats down.
Three Powertrains at Launch
When the ID. Polo debuts next spring, it will be offered with three front-mounted motors. They’ll have outputs of 114 hp (85 kW / 116 PS), 133 hp (99 kW / 135 PS), and 208 hp (155 kW / 211 PS). The ID. Polo GTI will arrive one year later with 223 hp (166 kW / 226 PS).
The 114 hp (85 kW / 116 PS) and 133 hp (99 kW / 135 PS) variants will come equipped with a small 37 kWh lithium iron phosphate battery. These versions will also have an underwhelming DC fast charging capacity of 90 kW.
The two range-topping variants up the ante with a larger 52 kWh nickel manganese cobalt battery, which promises to deliver up to 280 miles (450 km) of range.
Volkswagen went on to say the battery uses cell-to-pack technology, which “eliminates the intermediate step via module housings and combines the cells directly into a battery pack – reducing price, installation space, and weight while increasing energy density by about 10 percent.”
It’s also worth mentioning buyers will find an upgraded DC fast charging capability of 130 kW.
New Platform and Tech
The ID. Polo rides on the new MEB+ platform, which is described as a “further developed” version of the existing architecture. It benefits from reduced complexity, higher efficiency, and less weight.
Volkswagen also said we can expect next-generation driver assistance systems including a “significantly enhanced” version of Travel Assist. It provides “assisted lateral and longitudinal guidance” as well as automated lane changes on highways. The system also has traffic light and stop sign recognition.
According to Volkswagen brand CEO Thomas Schäfer, “The ID. Polo marks the beginning of a new generation of Volkswagen: with fresh design, intuitive operation, top quality and first-class driving characteristics – and finally with a proper name again.” He added the company will launch six new electric vehicles next year and the ID. Polo’s €25,000 ($29,388) starting price will make “electric mobility accessible to many people in Europe.”
Electric SUV rides on VW PPE platform shared with Cayenne.
Bentley’s upcoming electric Urban SUV has stepped out in public again, and this time it has ditched the heavy plastic add-ons and cartoon headlights that made earlier prototypes look like a children’s drawing of a Bentayga. Winter testing is now underway, and the latest sighting gives us by far the clearest look yet at Crewe’s second SUV and first full EV.
The overall shape is familiar from previous spy runs, but with the production doors uncovered and the camouflage streamlined into a funky new wrap, the silhouette now reads much cleaner.
We can finally see a hint of the real lighting units peeking through too, rather than the fake circular decals Bentley used to throw us off the scent. They look far more modern, though definitely not as arresting as the ones on the EXP15 concept.
Family Interior Effort
SH Proshots
But equally big news waits on the inside. For the first time, our photographers got a proper shot of the interior, and there is no pretending what inspired the layout.
A sweeping curved OLED display, similar to the Porsche Cayenne’s Flow Display, takes center stage, which makes perfect sense since both models ride on the same Premium Platform Electric.
The hardware is pure VW Group, including the multi-function left-hand column stalk, which we first saw on the Audi Q3, and a right-hand stalk serving as a transmission selector, as on VW’s ID.4. But the materials are unmistakably Bentley.
Even this early prototype shows a mix of rich leather, polished metal, and plush colors, including a steering wheel trimmed in black, red, and chrome.
Porsche-Plus Power
Bentley’s CEO Frank Steffen Walliser has already promised an impressive battery size and the fastest charging the company has ever offered. Meanwhile, Bentley’s own teaser claims the Urban SUV will add 100 miles (160 km) of range in just seven minutes.
Expect performance on par with or even above the Cayenne Electric’s outputs, which currently stretch from the 402 hp (408 PS / 300 kW) for the base Porsche in normal mode to 1,039 hp (1,155 PS / 850 kW) for the top-spec Turbo in launch control configuration.
Our guess is that Bentley’s base powertrain will be the circa-604 hp (612 PS / 450 kW) option that Porsche will add to its lineup when it unveils the Cayenne S EV next year.
We still don’t know the final name, though Bentley has trademarked “Mayon” and “Barnato,” so one of those could make the cut. What we do know is that the Urban SUV will be built in Crewe, revealed at the end of 2026, and reach customers in 2027.
CAM EV Microvan is Malaysia’s happiest LCV with playful decals.
It’s a rebadged Nextem Vaquita from Hong Kong with a smile.
Just 1.2 m / 48 in. wide, it offers flexible cargo configurations.
Small cars often wear cute faces to win us over, but some go all-in with the gimmick. That’s exactly the case with the CAM EV Microvan, a tiny electric cargo hauler built for squeezing through tight city streets with a smile on its face. Literally.
Recently unveiled at a show in Malaysia, the CAM EV Microvan is a rebranded version of the Nextem Vaquita from Hong Kong. Aside from a new badge, the most noticeable change is a set of cheerful stickers, transforming it into what might be the happiest delivery van on the planet.
Cartoon Cues and Branding Tricks
The design tweaks are minimal, limited to a grinning mouth on the charging port and cartoon-style eyelashes over the headlights. It’s unclear whether these decals will be offered as factory options or left up to owners with a roll of vinyl, but they’re a clever bit of theater on an otherwise utilitarian platform.
If you’re curious about the name, Vaquita refers to a type of porpoise, one that’s critically endangered, with fewer than ten left in the wild, according to Wikipedia. Why a commercial van is named after a marine animal on the brink of extinction is anyone’s guess, but sure, let’s go with it.
The LCV itself is pitched as a low-cost, low-maintenance option aimed at small businesses that don’t mind a little existential irony with their deliveries.
The Specifications
CAM EV
In terms of dimensions, the EV measures 3,695 mm (145.5 inches) in length and just 1,220 mm (48 inches) in width. Inside, it’s strictly business: a central driving position, a single seat, a very basic dashboard, and plenty of hard plastics that prioritize practicality over comfort.
Where it gets interesting is the rear. The Microvan can be configured as a box van, pickup, garbage truck, sweeper, coffee truck, and more. Depending on the configuration, cargo volume reaches up to 2.8 cubic meters (99 cubic feet), with a maximum payload of 630 kg (1,390 pounds).
Power comes from a single electric motor driving the rear wheels. Top speed is capped at 80 km/h (50 mph), while the 15.97 kWh battery delivers an estimated 150 km (93 miles) of range per charge.
According to Paultan, the market launch of the CAM EV Microvan in Malaysia is scheduled for the second quarter of 2026.
Pricing is expected to start around 65,000 Malaysian Ringgit, or approximately $15,900 at current exchange rates. That’s not exactly bargain-bin territory for a vehicle of this size, which means the smiling decals may have to work overtime to win over budget-conscious buyers.
Beyond Malaysia, the Nextem Vaquita is expected to enter markets in Hong Kong, Indonesia, the Philippines, Thailand, and Portugal.
Next Porsche 718 lineup will reportedly include gas variants.
Platform re-engineering won’t be limited to flagship versions.
EV and ICE dynamic parity poses major engineering challenges.
The future of Porsche’s mid-engined sports cars is taking a more complex turn than originally planned. While the next generation of the 718 Boxster and Cayman was initially envisioned as fully electric, market realities have led Porsche to pivot.
Just a few months ago, the brand confirmed that combustion engines would still feature in the flagship variants of the upcoming models. Now, it appears that internal combustion won’t be reserved solely for top-tier versions.
Sources within Porsche’s Weissach engineering center suggest the company is actively reworking its EV-specific PPE architecture to support gasoline powertrains. This would give the 718 range a true dual-path approach, blending electric innovation with combustion familiarity.
According to Autocar, the reverse-engineering won’t be limited to successors of the Cayman GT4 RS and Boxster Spyder. The internal combustion option is expected to extend across a broader portion of the next-generation lineup, which is slated to debut later this decade.
Platform Revisions In Motion
The strategy centers on extracting maximum efficiency and scalability from shared components across the 718 lineup. According to the report, it marks “one of the most radical drivetrain reversals in Porsche’s history.”
Porsche’s combustion-powered future isn’t limited to the 718 either. A new gasoline version of Macan is in the works and will be sold alongside the existing fully electric model. Both the Panamera and Cayenne are set to retain their combustion engines as well, leaving the Taycan as the brand’s only EV-exclusive offering
Porsche isn’t alone in navigating the complications of reversing from EV-only plans. Stellantis faced a similar challenge when it reworked the Fiat 500’s electric platform to accommodate a mild-hybrid variant. But for performance cars, the stakes are higher. Matching the dynamic character of ICE and EV models presents a far tougher engineering puzzle.
One major issue is structural: the PPE platform relies on the battery pack as a load-bearing element. Without it, rigidity takes a hit. Porsche engineers have responded by designing a new floor structure, along with significant changes to the rear. That includes a redesigned bulkhead and subframe to house the mid-mounted engine and gearbox.
Baldauf
Furthermore, engineers have to figure out the right packaging for the fuel tank, fuel lines, and exhaust, which are not present in the electric variants.
When it comes to powertrains, Porsche has a few options on the table. One is an upgraded version of the naturally aspirated 4.0-liter flat-six that previously featured in the GTS, GT4, GT4 RS, and Spyder variants. Although this engine was reportedly on the chopping block, it might be reengineered to meet Euro 7 emissions standards.
There’s also speculation around a different solution. Earlier reports pointed to a more compact T-Hybrid system lifted from the updated 992.2 GTS. That setup combines a twin-turbo 3.6-liter flat-six with an electric motor, creating a potential bridge between combustion and electrification.
EU reportedly plans to soften its 2035 combustion engine ban.
Lawmakers may allow green fuels beyond the 2035 deadline.
New regulations are expected to be announced later this week.
After years of policy wrangling and behind-the-scenes bargaining, the European Union appears poised to walk back one of its most ambitious climate mandates.
The bloc is reportedly scaling down its planned 2035 ban on combustion-powered petrol and diesel cars, a move that follows persistent pressure from industry leaders, particularly in Germany and Italy, and comes despite objections from brands like Volvo and Polestar that had supported the original plan.
Following reports last week that lawmakers were softening their stance on the ban, the leader of the European People’s Party, Manfred Weber, told German newspaper Bild that the bloc has agreed to ease its mandate from a full ban on internal combustion engine (ICE) vehicles by 2035 to a 90 percent reduction instead.
Weber also stated that a full ICE ban wouldn’t be coming by 2040 either, though he didn’t clarify whether a new target year is under consideration.
While speaking at a press conference in Germany late last week, Weber said that the European Commission will present its revised proposal on Tuesday.
Plug-Ins Get a Lifeline Too
“The technology ban on combustion engines is off the table,” he told Bild. “All engines currently manufactured in Germany can therefore continue to be produced and sold.” Weber added that the EU can now pave the way for the continued sale of plug-in hybrid models, including those with longer driving ranges.
German Chancellor Friedrich Merz, also present at the press conference, endorsed the decision, saying it now offers the automotive sector “real planning security.”
Earlier in December, Merz had written directly to European Commission President Ursula von der Leyen, urging the body to allow continued production and sale of ICE-powered vehicles past the 2035 deadline.
That letter, according to European Commissioner for Sustainable Transport and Tourism Apostolos Tzitzikostas, was “very well received in Brussels.”
Although the Commission’s revised legislation has not yet been made public, Tzitzikostas recently hinted that alternative fuels may feature more prominently in the new framework, citing “zero- and low-emission fuels, and advanced biofuels” as possible avenues for compliance.
Renault is winding down the short-lived Mobilize brand.
Duo quadricycle killed just one year after its 2024 debut.
EV charging services will continue under Renault’s umbrella.
Renault’s chapter in electric micro-mobility might have started with big dreams, but it is ending rather quietly. The French automaker has pulled the plug on the Mobilize Beyond Automotive sub-brand, effectively killing off the Duo and Bento urban EVs before they had a real shot at proving themselves in the market.
Mobilize was set up in 2021 as a way for Renault to explore “opportunities beyond automotive manufacturing.” The division introduced the EZ-1 concept that same year, which later developed into the Duo and Bento in 2022. These designs eventually became production-ready in 2024.
The fully electric heavy quadricycle and its commercial counterpart shared much of their design language, character, and dimensions with the discontinued Renault Twizy, which came before rivals like the Citroën Ami, Opel Rocks Electric, and Fiat Topolino.
The key difference was that the Mobilize-branded models weren’t meant to be sold outright, but instead offered exclusively through subscription-based programs.
Just a year after the production versions were revealed, and before they even reached the UK market, Renault pulled the plug not only on the vehicles themselves but on the entire Mobilize brand. The company has now confirmed that Mobilize is “no longer a standalone entity.”
This decision also brings an end to Mobilize’s car-sharing services in Milan, with Madrid’s program to be phased out by 2026. According to Renault, these discontinued activities either lack long-term profitability or don’t align with the group’s strategic direction.
Even so, not all traces of Mobilize are being erased. Renault still sees clear value in EV charging infrastructure, describing it as a core element for customer satisfaction and loyalty. The company believes these services help drive EV adoption, and they’re not going anywhere.
What Remains of Mobilize?
To that end, Mobilize’s energy-related services will be folded into Renault Group’s commercial portfolio and overseen by Chief Growth Officer Fabrice Cambolive. The goal is to integrate them more closely with the company’s broader electrification strategy.
Among the tangible results of Mobilize’s efforts are access to over a million charging points across Europe for Renault Group drivers, a target of 100 ultra-fast charging hubs in France and another 100 in Italy by the end of 2026, around 90,000 active Charge Pass users, and the introduction of a bi-directional charging service (V2G) for commercial customers.
Despite the wind-down, Renault insists that Mobilize served its purpose, as a space to test new ideas and expand the company’s capabilities in unfamiliar territory. The brand helped surface opportunities with real potential, while clearing the deck of concepts that no longer made strategic sense.
A Ford designer created a Lexus EV concept using AI tools.
Two sketches and prompts led to full photorealistic renderings.
Futuristic design combines supercar lines with hatchback form.
Artificial intelligence is quickly reshaping the way cars are designed, cutting down development time and simplifying once-complex workflows.
Curious to see how far the tech can stretch, one professional designer set himself a challenge: create an entire concept car in a single day, starting with a handful of loose hand-drawn sketches and ending with high-res, photorealistic renderings generated entirely by AI.
The man behind this experiment is Antonin Cohen (@space_sketch on Instagram), a French automotive designer currently working for Ford Europe in Cologne, Germany. Before that role, he was employed by Kia, where he contributed to the design of the pre-facelifted fifth-generation Sportage.
We spoke to Antonin, who admitted to Carscoops that he wasn’t initially a fan of AI, but his perspective shifted after spending some time exploring what the tools could actually do.
The technology allows him to generate strikingly realistic renderings from multiple angles and quickly explore different colors, materials, and environments. It’s a faster way to communicate and assess early concepts without getting dragged into the time-intensive process of building them out manually.
Shaping a Digital Lexus
Antonin Cohen
Cohen put the new technology through its paces on a personal project developed in his own free time, a futuristic, Lexus-badged EV. He started with a pair of quarter-view sketches showing the front and rear of a sleek, low-slung three-door hatchback. From there, AI took over, generating a complete set of visuals based on his creative prompts.
The car takes the form of a compact three-door hatchback with a streamlined, aerodynamic stance. A short nose, paired with a steeply raked supercar-style windshield and low-mounted LED headlights, gives the front end a planted, athletic look.
The side profile sharpens that impression, with prominent fender flares and sculpted intakes that suggest a degree of performance. At the back, there is a glass canopy, slim LED taillights and an aggressive diffuser made of carbon fiber.
Cohen told us he always tries to give his designs an “impactful face”, describing the look of the concept as “a little robotic”. He imagined the C-pillars like arms that hold the volume together, and the rear end as “practical, upright, and solid”.
Details That Sell the Illusion
Antonin Cohen
Even for trained eyes, it is hard to distinguish the AI-made renderings from actual photos. The reflections and the texture of the materials is top notch, while the setup is close to what you’d expect from a professional photographer.
Cohen also generated “behind-the-scenes” images showing AI humans prepping the car for an imaginary press shoot. The concept looks particularly striking in a deep orange shade paired with contrasting black roof, pillars, accents, and wheels.
Some images even reveal the interior, featuring a sweeping digital cockpit and angled center console. One version pairs white leather-style materials with minimal trim, while another opts for a more textured feel, combining blue upholstery with wood accents.
The Real Benefit for Designers
The prototype Lexus might be purely digital, but the process behind it highlights how AI tools can support, rather than replace, a designer’s vision. When used thoughtfully, they allow ideas to take shape faster and in greater detail, making it easier to pitch or refine early concepts.
Cohen put it this way: “AI allows us to focus purely on the creative side instead of spending time on rendering. I love illustration work – I’ve done sketches that took me three days – but sometimes you just don’t have that kind of time.”
He also offered a piece of advice to young designers: “No sketch is ever chosen for the quality of its reflections or how many hours you spent drawing the wheels. What really matters are the first few lines, regardless of the technique you use.”
We’d like to thank Antonin Cohen for sharing his project with us.
Average transaction price hovers near $50K with no slowdown.
Affordable cars fade as luxury trucks and SUVs dominate sales.
EV prices soften slightly but rely heavily on rising incentives.
If you were hoping falling interest rates, bigger incentives, or sheer consumer exhaustion might finally drag new-car prices back to Earth, number-crunching industry experts have some bad news.
According to the latest Kelley Blue Book data, the average transaction price of a new vehicle in the US hit $49,814 in November, and it’s showing no real sign of dropping.
That figure is up 1.3 percent year over year and effectively unchanged from October, suggesting the industry has settled into a comfortable rhythm where fifty grand is the new normal.
Cox Automotive says prices usually peak in December, meaning the holiday season could push things even higher as buyers gravitate toward well-optioned trucks, luxury SUVs, and vehicles that require six figures of income and very little financial anxiety.
Fewer Incentives
Incentives are still around, but they are not doing the heavy lifting they once did. In November, incentives averaged 6.7 percent of average transaction prices, down from nearly 8 percent a year ago.
Automakers simply do not need to discount aggressively when buyers keep selecting expensive trims with panoramic roofs, giant screens, and fancy wheels.
The data makes one thing clear. Cheap cars are disappearing from the sales mix. Vehicles with MSRPs under $30,000 accounted for just 7.5 percent of November sales, down sharply from 10.3 percent a year earlier.
Meanwhile, more than one in 10 vehicles sold cost over $75,000. The most popular sub-$30K survivors remain familiar names like the Toyota Corolla, Chevrolet Trax, and Hyundai Elantra, clinging on like endangered species.
While transaction prices may have leveled off for now, average MSRPs, commonly known as the asking price, are still inching upward, reaching $51,986 in November. That marks a 1.7 percent increase over last year.
Blame Pricey Trucks
Trucks continue to be a major contributor to price inflation. Full-size pickups now average more than $70,000 for the third month in a row and accounted for over 14 percent of all sales in November, with nearly 183,000 units delivered. That helps explain why the industry average keeps floating upward even when compact and midsize segments remain relatively stable.
Electric vehicles add another twist. The average EV transaction price fell slightly month over month to $58,638, but remains up 3.7 percent year over year. Incentives jumped to over 13 percent of prices as sales softened again, dropping more than 40 percent compared with last year.
Tesla’s average transaction price rose to $54,310 in November, even as sales fell 22.7% year over year, largely due to sharp declines in Model 3 demand. Prices for the Model Y, the best-selling EV in the U.S., edged up slightly. Cybertruck sales fell to 1,194 units, their lowest monthly total of 2025, though its average price rose to $94,254.
Who’s Really to Blame?
According to Cox Automotive Executive Analyst Erin Keating, today’s prices aren’t just the result of inflation or supply hangovers, but they reflect what consumers are choosing to buy.
“It’s important to remember that the KBB ATP reflects what consumers choose to buy, not what’s available,” she explained.
“Many new-car buyers today are in their peak earning years and are less price-sensitive, opting for vehicles at the higher end of the market to get the features and experiences they value most. In November, sales of vehicles priced above $75,000 outpaced those below $30,000, underscoring this preference for premium products” Keating added.
The takeaway is simple. Prices are high because buyers keep buying high. Until that changes, the average US driveway will continue to look alarmingly expensive.
We just have to hope the trend doesn’t discourage automakers from developing and building the more affordable models that less affluent Americans still need.
Next generation BMW X7 appears in new spy shots ahead of 2027.
Split headlights stay but the large SUV gets redesigned bodywork.
Gas hybrid and electric powertrains will all be offered globally.
BMW engineers are burning the midnight oil to prepare a wave of 40 new or refreshed “Neue Klasse” models by the close of 2027. Among them is the next-generation X7, recently caught in fresh spy shots out of Germany.
At first glance, the camouflaged prototype might pass for a routine facelift, but the changes run far deeper, pointing clearly to a full generational shift. The current X7, launched in 2018, already underwent a mid-cycle refresh in 2022, so this next step arrives on schedule.
Unlike other Neue Klasse entries, the X7 will keep its distinctive split LED headlight setup, now framing what appears to be an even larger kidney grille. The headlights themselves are smaller and sit lower on a redesigned bumper that features more squared-off intakes.
In profile, the new X7 adopts cleaner surfacing along its pronounced fenders, and the conventional door handles give way to slim fins that likely improve aero. The glasshouse remains largely familiar, although the D-pillar looks set to adopt a more pronounced take on the Hofmeister kink.
Baldauf
At the rear, heavy camouflage hides the design, and the prototype still wears placeholder taillights. These will almost certainly be swapped for full-width units in production, borrowing cues from the smaller iX3 Neue Klasse and what’s coming for the next X5 and iX5.
Tech Upgrades and Interior Overhaul
Inside, BMW is expected to introduce the Panoramic Vision display, running across the base of the windshield. It will be joined by a larger central touchscreen, an upgraded AI assistant, and a new-look steering wheel with a more concept-like aesthetic.
Processing capabilities will get a serious upgrade courtesy of BMW’s new “Superbrains,” the central computing architecture that acts as the vehicle’s digital backbone.
The X7 will continue offering a seven-seat, three-row layout, one of the key factors setting it apart from other BMW SUVs and placing it in direct competition with the Mercedes-Benz GLS and Volvo’s EX90 and XC90.
Electric and Gasoline Together
Baldauf
The latest prototype spotted on the road features quad round tailpipes and sits on sizable alloy wheels, pointing to a mild-hybrid V8 powertrain, likely in an M-badged variant. That said, earlier prototypes confirmed that the new generation will also include a fully electric iX7 model for the first time.
In contrast to BMW’s smaller models, where combustion and electric variants ride on separate platforms, the X7 and iX7 will share the same architecture. This will reportedly be a development of the current CLAR platform, adjusted to support both traditional and EV setups.
BMW hasn’t locked in a release date for the next X7 and iX7, but the roadmap suggests a 2027 launch. Both models will be built in BMW’s Spartanburg plant in South Carolina, alongside the X3, X5, X6, XM, and a brand-new rugged SUV aimed squarely at the Mercedes G-Class.
Below, you’ll find a speculative rendering of the next-generation X7, created by our own Josh Byrnes.
New study shows rising demand for combustion-powered vehicles.
Fewer shoppers are considering battery-electric options today.
Interest in hybrid models is slipping alongside EV enthusiasm.
The auto industry’s pivot to electric vehicles was never expected to be seamless, but a recent shift in buyer sentiment suggests the transition may be hitting more resistance than anticipated. According to a new study, a growing number of car shoppers are once again leaning toward combustion engines, reversing some of the momentum EVs had built in recent years.
A report from professional services firm EY indicates that EV adoption is slowing worldwide, in part due to shifting policies like those recently enacted in the United States.
Among consumers planning to buy a new or used vehicle within the next 24 months, about half now say they intend to purchase one powered by a combustion engine. That marks a 13 percent jump from the previous year, a sharp turn in consumer preference.
Declining Appetite for Electrics and Hybrids
That’s not the only surprising conclusion from this study. EY’s report also notes that the preference among new and used car buyers to buy a battery-electric vehicle has dropped by 10 percent, landing at just 14 percent overall.
The picture for hybrid models isn’t much brighter. Interest in those models has dipped by 5 percent, now sitting at 16 percent. And among those still considering an EV, more than a third, or 36 percent, say they’re either rethinking their decision entirely or planning to delay their purchase, citing geopolitical developments as a major factor.
It’s possible that this trend could continue. Less than a year into President Trump’s second term, several policy changes have already been implemented that are more favorable to internal combustion engine vehicles. These measures are expected to influence both consumer behavior and manufacturer output in the coming years.
Policy Reversals Take Hold
Earlier this month, he officially rolled back CAFE standards, opening the door for car manufacturers to build more combustion models. Automakers argue this aligns with actual consumer demand, claiming Americans still largely prefer these vehicles over their electric counterparts.
Europe is seeing a similar recalibration. Two years ago, the European Union announced plans to effectively ban the sale of new combustion vehicles by 2035.
However, this ban appears increasingly likely to be relaxed, opening the door for hybrid models, and combustion-engine cars using e-fuels to be sold beyond 2035. This will no doubt have a significant impact on EV sales throughout the region.
Each forged wheel has a 3,196 lbs load capacity rating.
A curb-protecting aluminum ring can be replaced easily.
The wheel matches Tesla’s Core wheel in aerodynamics.
Unplugged Performance has never been shy about making bold claims, but this one caught attention even by their standards: earlier this year, the company declared its Road Warrior wheels for the Tesla Model 3 and Model Y to be the “world’s first indestructible wheel.”
Now, it’s aiming even higher with an even stronger version of the same concept, this time developed specifically for the Tesla Cybertruck.
While the original Road Warrior was already beefy, the updated Cybertruck-ready Forged UP-RW wheel steps things up with a significantly higher load rating. The Model 3 and Y variant of the wheel is rated at 950 kg (2,094 lbs), but this Cybertruck version is engineered to handle up to 1,450 kg (3,196 lbs)
According to Unplugged Performance, this wheel offers better resistance to “bending, cracking, and fatigue” than the current wheel, although it doesn’t make the same “indestructible” claim as it did earlier this year.
The design of the wheel may not be to everyone’s liking, but it does have a feature that we’re sure many will appreciate. Each wheel features a replaceable aluminum curb-guard ring designed to take any damage from parking mishaps.
Even better, that guard can be swapped out without removing the tire. So if you do scrape it, there’s no need to pay for a full wheel repair or replacement. For anyone who’s wrestled a low-profile tire off a rim, that convenience alone might be reason enough to consider the upgrade.
The California-based tuner also says its Road Warrior wheel for the Cybertruck is on par with Tesla’s available Core wheel when it comes to aerodynamics, performs better than the standard Cyberwheel, and is designed to fit the standard 20-inch Cybertruck tires.
For any Cybertruck owners out there who take their electric pickup off-roading, or simply those looking for something to help their Tesla stand out, these wheels may suit.
That said, the options list is short. The Road Warrior is currently only available in one finish: black spokes with a gray curb guard. Whether that works for you will depend on taste, but some buyers will surely wish for more variety.
As for the price, it’s not exactly a budget choice. A full set of 20-inch wheels will cost $3,195. Still, in the context of forged wheels, particularly those rated for a 1,450-kg load, it falls within expected territory. For some, the mix of utility, design, and spec could be worth it.
SK On takes over Tennessee plant as Ford gets two in Kentucky.
Trump administration will cut a loan up to $9.6 billion total.
Ford CEO says U.S. EV sales could fall by as much as 50 percent.
In 2021, Ford and South Korean battery manufacturer SK On committed to a massive $11.4 billion investment aimed at building several joint-venture electric vehicle battery plants across the United States. It was a huge business decision that showed Ford’s commitment to the EV market.
That was then. As 2025 winds down, the two companies are pulling the plug on the battery partnership altogether, a sharp turn that underscores how turbulent the EV landscape has become.
The move follows two key developments. First, the rollback of the federal EV tax credit, which has hit sales across the board. Second, the U.S. administration’s recent decision to revise fuel economy standards, a move expected to favor gasoline-powered vehicles over electric ones.
Disruption in the Battery Game
Through the high-profile breakup, SK On will take over the joint venture factory that’s already been established in Tennessee, known as the BlueOval plant. Ford will then take control of two factories in Kentucky located next to each other.
SK On was the one to formally dissolve the partnership, although the company maintains that it intends to continue working with Ford around the Tennessee facility.
It believes that ending the joint venture will allow it to enhance productivity and improve operational flexibility. Additionally, it notes the split will allow it to accelerate its North American energy storage system business.
One of the more immediate consequences of the split is a reassessment of a government loan approved near the end of the Biden administration. Originally pegged at up to $9.6 billion for the joint venture, the loan will now be reduced under the Trump administration’s oversight.
Exactly how much it will be cut remains to be seen. According to Bloomberg, the loan will be restructured to “reduce exposure to taxpayers and ensure its prompt repayment.”
It’s understood that Ford is working voluntarily with the Energy Department to repay the loan more quickly than originally planned.
Bleak Outlook for EV Sales
In the background, Ford’s local EV sales are falling, and chief executive Jim Farley expects further carnage. He recently said that because of the Trump administration, EV sales could fall by as much as 50 percent in the US.
Ford also lost $5.1 billion before interest and taxes on its EV business in 2024 and expects to lose even more this year.
“We believe the writing was on the wall this partnership was not going to work moving forward,” WedBush securities managing director Dan Ives told the Detroit Free Press.
“Ford has to make some difficult moves and this was a smart strategic one to rip the band-aid off. The EV market is dramatically scaled down for Ford now and they have to adjust accordingly.”
BMW M’s next generation will lean heavily into electrification.
Dirk Hacker retires after 37 years as BMW M’s development boss.
The brand’s future lineup includes an all-electric version of the M3.
As BMW prepares for a significant leadership change at the very top of the pyramid, a key shift is also happening within its high-performance division. Just days after the company confirmed that Milan Nedeljkovic will succeed Oliver Zipse as CEO next year, BMW M has named a new head of development.
Stepping into the role is Alexander Karajlovic, best known for overseeing one of M’s most polarizing recent projects, the BMW XM SUV.
Karajlovic’s track record within BMW includes a range of roles that place him squarely in the performance and SUV space. Between November 2017 and 2020, he led development for BMW’s X derivatives and served as project manager for the XM, the M division’s first standalone model since the M1 in 1978, and arguably one of its most divisive to date.
He also served as vice president for the BMW M Product Line for two years, before heading back to the broader BMW group and worked in the areas of Requirements, Concepts, and Driving Experience Integration.
He now steps in for Dirk Hacker, a veteran who’s been with the BMW Group for 37 years and spent the last 11 of those at BMW M. Hacker has led development since 2015, a tenure that included not only technical oversight but hands-on involvement as a driving instructor with BMW’s Driving Experience program. The last model launched under his direction was the new M5 Touring.
“Dirk Hacker’s departure sees the long-term Head of Development at BMW M GmbH bow out to start his well-earned retirement,” BMW M chief executive Franciscus van Meel said. “His name is inextricably linked with an unprecedented product offensive, superior product quality and yearly sales records at BMW M.”
BMW M’s Future Plans
Karajlovic takes over at a time of transition, as the M brand begins laying groundwork for its next-generation lineup. Among the most closely watched projects is the upcoming M3, which is being developed in both all-electric and twin-turbo six-cylinder versions.
The fully electric model, a major technical shift for the badge, is expected to feature four electric motors and deliver upwards of 700 hp, a configuration that will likely spark no shortage of conversation among fans and skeptics alike.
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