• Mercedes-Benz has dropped new images of its upcoming Mythos model.  
• The coupe has tons of vents, an adjustable rear wing, and massive openings for the exhaust.  
• The car is based on the CLE and could make as much as 650 horsepower.  

We're getting closer to Mercedes-Benz launching its new "extreme" AMG coupe. This will be the automaker’s second model from its ultra-luxury low-volume Mythos sub-brand. AMG teased the car in January, but a new batch of photos provides a closer look at the car, which is different than the one from before.  

The coupe has more aggressive aerodynamics. At the front, the car features a gaping Panamericana grille that stretches from the hood to the lower diffuser. The license plate frame looks as if it's barely clinging to the car, which is flanked by gaping intakes.  

The car has even wider fenders, making room for front fender vents and openings next to the headlights. At the back, the CLE-based coupe has an updated diffuser that appears to replace AMG’s iconic quad exhaust pipes with two massive openings carved into the bumper.  

There’s also an adjustable rear wing and fender vents located behind the rear wheels. Inside, the car appears to have aggressive front seats and additional bracing.  

We expect the Mercedes to feature the brand’s new twin-turbocharged 4.0-liter flat-plane-crank V8 engine. It could make as much as 650 horsepower and 590 pound-feet of torque.  

Motor1’s Take: The new photos show off just off "extreme" the new Mythos model is. Once the camouflage comes off, we expect it will look downright mean and ready for the track. 

For a few years now we've been seeing spy photos of V8-powered Mercedes-Benz CLE coupe prototypes, test cars for what ostensibly would be a new CLE63. The midsize coupe and cabriolet have until now only been offered with four- and six-cylinder engines, with the top offering being the CLE53, and despite those spy shots we weren't sure if Mercedes would actually be building a V8 CLE. But as the automaker now pivots its powertrain strategy to lean more heavily on hybrids — and V8 engines for the AMG brand — a rip-roaring CLE is finally happening. And it'll be a lot more extreme than the initial prototypes led us to believe.

We saw Mercedes' first official teasers of the new variant in January, when it announced the V8 CLE would be a limited-run model as part of its Mythos series, the second such car after the PureSpeed SL. Now a set of new images gives us a better look at the car, and it looks absolutely nuts.

Can I get a Hell yeah, brother in the chat?

Mercedes-AMG

First of all, just look at that grille. This might be the largest iteration of AMG's Panamericana grille yet, at least until the new GT Black Series comes around. Not only are there fewer vertical vanes than normal and special inlets in the lower corners, the grille extends all the way to the bottom edge of the bumper where there's a big splitter. Beneath the headlights are more huge intakes, and there are canards on the corners. The front fenders are wider, with large vents like those on a Porsche 911 GT3 RS or Ford Mustang GTD, but it doesn't look like the hood is different.

The rear fenders are even wider, with a tacked-on RWB style to them. It doesn't seem like this prototype wears unique wheels, but I'm sure the final thing will get its own design. The main event out back is the huge rear wing, which has big metal arms and a swan neck–esque design. Not only does the angle look adjustable, but the center section seems to have a separate flap — maybe it's active, or some sort of DRS equipment. We can also see a new rear bumper with larger corner vents, a more serious diffuser, and big holes that will surely hold big exhaust tips.

Powerful and rare

Mercedes-AMG

When Mercedes released the first teasers of this car in January, all that it said about it is the following sentence: "While bearing a clear resemblance to the popular CLE, the extreme new model takes the concept several steps further, promising an even more uncompromising appearance and positioning itself as a genuine statement on the road – backed by a correspondingly powerful drivetrain and performance to match." It will surely use AMG's latest twin-turbocharged 4.0-liter V8 with a flat-plane crank, and probably not with any hybrid assistance though a 48-volt system is possible. Rumors point to it getting around 650 horsepower, quite a lot more than an AMG GT63, and you can bet on there being other changes under the skin too, like a new suspension system and upgraded brakes. It'll probably have no rear seats, too.

Mercedes will apparently only be making 30 of the CLE Mythos coupes, though there's still a big chance there will be a normal CLE63 to slot underneath it that won't have such extreme bodywork. We probably won't have to wait long for the Mythos to be revealed — I'd expect it to make its debut by the end of this summer.

• Land Rover is working on a facelifted Defender.
• Sports new bumpers, a revised grille, and a rear spoiler.
• Fans can also look forward to a new four-seat interior.

Land Rover has updated and expanded the Defender lineup over the years, but it has largely remained the same since it debuted in 2019. However, that’s about to change as the company is working on a proper facelift.

Recently spied undergoing testing, the updated model is instantly recognizable but adopts a revised front end. While the design is hidden behind heavy camouflage, we can see larger fog lights as well as a new bumper with wider lower intakes.

More: Your Favorite Land Rover Off-Roader Just Got Smarter And More Stylish

The model also appears to adopt a larger mesh intake. As part of the change, the Defender might eschew the slender, slot-like, mid-mounted intake.

Changes to the rear end are less noticeable, but the off-roader has been outfitted with a lightly revised bumper that now has higher-mounted reflectors. It also doesn’t appear to protrude as much as the current design.

Last but not least, the model has been equipped with a new spoiler that is integrated into the roof. This should enable the brick-like vehicle to become slightly more aerodynamic.

A New Four-Seat Interior

The interior doesn’t appear to have changed much, at least on this prototype, but there is one notable development. The rear bench has been removed and replaced by captain’s chairs.

Second-row captain’s chairs are offered on the Defender 130, but it looks like they’ll become an option on other variants like the 110.

It remains unclear if there will be any powertrain updates, but the current model offers an assortment of different options. Choices include a turbocharged 2.0-liter four-cylinder with 296 hp (221 kW / 300 PS) and a turbocharged 3.0-liter inline-six with 395 hp (295 kW / 400 PS). Customers can also get a supercharged 5.0-liter V8 with 493 hp (368 kW / 500 PS) as well as a twin-turbo 4.4-liter V8 pumping out 626 hp (467 kW / 635 PS).

While the lineup could carryover, it’s possible Land Rover might drop the supercharged 5.0-liter V8 as it’s largely been phased out. If it does get the axe, it could be replaced by a twin-turbo 4.4-liter V8 producing around 523 hp (390 kW / 530 PS).

The luxury SUV will be fully unveiled on 29 July and serve as an indirect successor to the A8 limousine, which recently went out of production. 

The Q9 will be the German firm’s largest and most luxurious model to date when it goes on sale later this year. While prices have yet to be announced, expect them to start close to or slightly above £100,000.

The Q9 is intended to take on the A8’s role as an upmarket executive car, which is why its primary focus will be on rear passengers' comfort.

The first official pictures released by Audi of the roomy cabin and plush executive seats clearly demonstrate this intent.

According to Audi, the standout features of the Q9 include automatic opening and closing doors, a 1.5m3 panoramic roof with switchable transparency, luxury materials such as alpaca fibre and nappa leather and, when the six-seat layout is optioned, a set of electronically adjustable, heated and ventilated seats.

Those up front aren’t forgotten about, though, getting three digital screens (an 11.9in instrument panel, a 14.5in central touchscreen and a 10.9in passenger touchscreen) and an all-new centre console that incorporates two wireless charging pads and cupholders big enough for a one-litre bottle.

“Cars have long been much more than just a means of transportation; they are mobile living spaces for our customers,” said Audi CEO Gernot Döllner. “Premium materials, variable seating with individual electric seats in the second row and automatic doors underscore the commitment to quality in our new, large full-size SUV.”

While it will be offered in the UK, the Q9 is primarily intended to grow Audi’s sales in the American, Chinese and Middle Eastern markets. 

Audi has given few technical details of the Q9 yet, but recent spy shots show that it will have a large bonnet and a new version of Audi’s 'single-frame' grille.

The upcoming Q9 is expected to use an extended version of parent Volkswagen Group's Premium Platform Combustion (PPC), with engines including a twin-turbocharged 4.0-litre petrol V8 for the sporty SQ9.

The Q9 will also underpin sibling Porsche's new flagship SUV, internally named K1. Both the Q9 and the Porsche K1 (slated for a 2028 UK launch) are expected to be produced on the same line at Bratislava, Slovakia.

• Bentley's first EV has been spotted racking up the miles at the Nürburgring.
• Although it slots below the Bentayga, it's still on the large side.
• A combustion-engine version isn't happening.

We’re about to cross another name off the list of automakers without an electric car in their portfolios. Bentley’s inaugural EV will premiere later this year, and in the meantime, prototype testing is in full swing at the Nürburgring. It’s by far our best look yet at the upcoming SUV, positioned below the Bentayga in terms of size. However, it’ll still be nearly five meters (196.8 inches) long, so the “Urban SUV” nickname feels a bit forced.

Although it’s fully cloaked in camouflage, the prototype’s shape reveals a more compact footprint than the Bentayga. How much of last year’s EXP 15 Design Vision Concept is hiding beneath the disguise is hard to tell at this stage, but the electric SUV appears more modern than Crewe’s conventionally powered luxobarge. Then again, that’s hardly surprising, considering the Bentayga is getting long in the tooth, having been around since 2015.

While some high-end brands are getting cold feet about launching electric vehicles, Bentley isn’t backing away from dipping its toes into the EV pool. The new SUV is due by the end of the year, and it won’t be reengineered to accommodate combustion engines. That’s not even technically possible, since the PPE architecture was developed strictly for zero-emission applications.

An educated guess suggests there will be some commonalities with the similarly sized Porsche Cayenne Electric, albeit with comfort and luxury dialed up a notch. We’ve previously learned it’ll be among the fastest-charging EVs, which makes sense, considering its Zuffenhausen cousin maxes out at 400 kW.

As a refresher, the Cayenne needs less than 16 minutes to go from 10 to 80 percent in ideal charging conditions. Just 10 minutes of charging enables 202 miles (325 kilometers) of range in the WLTP cycle. As with the Porsche, it would make sense for Bentley to offer the electric SUV with a dual-motor, all-wheel-drive setup as standard. Power? A four-digit figure is highly plausible, given that a Cayenne Turbo has 1,140 hp on tap.

Who’s the electric Bentley for? Chairman and CEO Frank-Steffen Walliser has already expressed the company’s intent to attract new customers while continuing to cater to its traditional clientele with gasoline and plug-in hybrid models. Vehicles with combustion engines will continue well into the next decade, with a second-generation Bentayga set to arrive in the coming years with a plug-in hybrid setup.

Motor1's Take: Bentley has reason to be confident that its first EV will do well, at least in the United States. Internal studies conducted in Miami and Los Angeles showed that eight out of ten people would buy the so-called Urban SUV.

But the vehicle’s main selling point won’t be its electric drivetrain, but rather that it is the “next Bentley,” according to Mike Rocco, CEO of Bentley North America.

• Audi’s next RS6 crashed during testing at the Nurburgring.
• Prototype understeered into a tire barrier on a right-hand corner.
• A 771-hp plug-in V8 from Bentley remains a real possibility.

Audi Sport models have come a long way in recent years, largely banishing their reputation for understeer thanks to the advanced rear torque splitter first introduced in the 2022 RS3. One of the company’s most exciting new models will be the next RS6, but it looks like some extra work is needed to get rid of the tendency to push wide during hard cornering.

Several prototypes of the new RS6 have been spotted out and about in recent months, including at the Nurburgring. While very few owners of the new RS6 will ever take their cars to a track, the circuit provides Audi with the perfect place to iron out any issues before releasing it to the public.

Read: Audi’s New RS6 Could Steal Its V8 From A Very Different Brand

During the most recent round of testing, a test driver pushed the car a little too hard, understeering around a right-hand corner and smashing into a tire barrier. Fortunately, the tires appear to have cushioned some of the impact, but some suspension damage was likely done to the car. Shortly after the impact, the driver can be seen talking on his handheld radio, no doubt informing the Audi team of his embarrassing faux pas.  

While it’d be easy to point fingers and laugh at the crash as being triggered by the kind of understeer Audi models of old experienced, it’s impossible to know if Audi was testing certain systems at the time that may have impacted the car’s handling. Based on early reports on how the latest-generation RS5 handles, we are confident that any understeer gremlins will be sorted before the car hits the market.

What Powers It?

Technical specifications remain uncertain, and it’s not yet known if Audi will downsize the RS6 from a V8 to a V6, potentially using the same plug-in hybrid 2.9-liter as the RS5. A more exciting proposition is for it to use the same twin-turbo 4.0-liter V8 plug-in hybrid as the Bentley Continental GT Speed, currently rated at 771 hp and 738 lb-ft, giving the car more than enough grunt to rival the BMW M5.

• The electric BMW M3 will likely feature a 1,000-horsepower quad-motor powertrain.
• According to Sylvia Newbauer, VP of Sales for BMW M Division, the EV M3 will 'stay true to BMW M DNA'.
• Price-wise, both the EV and combustion M3 will land in the same ballpark. 

BMW M3 shoppers will soon have a choice: do you keep your combustion powertrain or embrace electrons? The next-generation M3 will arrive as both a full battery-electric super sedan and a gas-powered motoring icon. But don't worry, BMW swears it will keep its soul.

According to a new report from Autocar, both versions will remain true to the M brand DNA. Per Sylbia Neubauer, Vice President of Sales for BMW's M division, the electric M3 is an 'M3 no matter the drivetrain.'

The 2027 BMW M3 EV will arrive wearing the Neue Klasse styling. More importantly, however, the electric M3 will likely boast a quad-motor setup, which should deliver nearly 1,000 horsepower. This will be an incredibly important machine for BMW, as this will be the M division's first production EV.

Still, BMW knows its most hardcore M fans will revolt if there's no combustion-powered version on offer. While this upcoming M3 should boast straight-six power, there's a strong chance that electrification will play some part.

More and more high-performance vehicles benefit from some manner of hybrid setup. The result is gobs of power, no torque gaps, and shockingly strong fuel economy. While there's also a weight penalty, the gargantuan power on tap more than offsets the extra heft.

Motor1's Take: BMW is wise to offer two powertrain choices for the next M3. The car should be quite a looker, shod in its Neue Klasse getup. And while we will likely prefer the gas-powered version, there will be no denying the potential performance capability of a quad-motor-powered electric M3.

The good news is that BMW says both versions will arrive in the same price ballpark. We'll be curious to see if that means the same section... or just the same stadium.

• A camouflaged prototype of the new Audi RS6 was involved in a minor crash test at the Nordschleife.
• The performance wagon slammed into the tire wall, but was able to slowly drive off and leave the track.
• The new RS6 is expected to debut later this year in both sedan and wagon body styles.

From a volume perspective, Audi’s most important debuts of the year will be the next-generation Q7 and the first-ever Q9. The A2 is coming back strictly electric as part of a lineup reshuffle that also includes discontinuing the A1 supermini and Q2 subcompact crossover. Thankfully, enthusiasts won’t be neglected either. The new RS5 will be followed shortly by its bigger brother, the RS6.

Before the super wagon is ready for the limelight, Audi is putting the finishing touches on camouflaged prototypes. CarSpyMedia recently caught the next-generation RS6 Avant at the Nürburgring during last-minute testing, but it didn’t end well. At one point during the high-speed run, the driver lost control and slammed into the tire wall, causing minor damage to the work-in-progress vehicle.

While the minor impact took its toll on the bodywork, the RS6 was able to continue its run, albeit it basically crawled its way off the track. The incident fuels the long-running controversy over how prone Audis are to understeer, and making the next-generation model even heavier certainly won’t help. How heavy? Well, switching to a plug-in hybrid setup is bound to bring a significant weight penalty.

For reference, the new RS5 Avant tips the scales at 5,225 pounds (2,370 kilograms), but the RS6 will be larger. The jury is still out on which engine it’ll have. Although an educated guess suggests another V8 to honor the tradition, the prototype sounds suspiciously like it has the same V6 engine as the RS5 models.

It certainly lacks the audible drama of a V8, though with Europe’s ever-tightening regulations, we can’t say we’re surprised. Assuming Audi is demoting the RS6 to a six-cylinder engine, we can at least expect a power boost over its smaller brother, which pumps out a combined 630 hp and 608 lb-ft (825 Nm) of torque. On its own, the twin-turbo 2.9-liter V6 is good for 503 hp and 442 lb-ft (600 Nm).

Audi won’t be doing another RS7 Sportback, but it will bring back a fan favorite: the RS6 Sedan. Expect both body styles to break cover later this year and take on the BMW M5 Touring and Sedan, which are also plug-in hybrids, but with two extra cylinders. Mercedes-AMG currently doesn’t have an E63, but the performance division has committed long-term to V8 engines.

Motor1's Take: Although the new RS6 will inevitably be heavy due to the plug-in hybrid powertrain, we’re still glad Audi remains committed to another generation of its long-running RS model. The harsh reality of 2026 is that electrification is a necessary evil to meet emissions regulations, but we’ll be disappointed if the V8 is really gone.

If BMW somehow made it work and kept the V8 for the M5, anything less from Audi Sport will instantly reduce the RS6’s chances of success. Sharing the same engine as the smaller, lighter, and cheaper RS5 will likely convince some customers that upgrading to the RS6 isn't worth it.

The new B03 is set to be revealed in China (where it will be known at the A05) in full in May, having first surfaced in government filings last month.

It's likely to reach the UK market in early 2027 as a sibling to the forthcoming B03X crossover, which is due here late this year, and the two will share the Chinese firm’s new entry-level A platform.

Leapmotor’s cars are sold internationally through a joint venture with Western car-making giant Stellantis.

A prototype version of the B03 spotted in China was clothed in camouflage wrap, but the rounded styling and headlights hinted at a clear family resemblance with the B03X. Befitting its supermini brief, it appears slightly shorter and lower than its crossover sibling.

The car we spotted featured lidar sensors so that it could test ‘level two plus plus’ semi-autonomous functionality, which is legal in China but won’t be offered in the UK.

Technically, the B03 is set to be similar to the B03X. It will have a front-mounted motor and two-wheel-drive, with a choice of 94bhp and 121bhp outputs. If it matches the B03X, there will be a choice of 39.8kWh and 53kWh batteries, both using lithium-iron-phosphate chemistry.

The higher-powered B03X can do 250 miles between charges with the larger battery, and the sleeker B03 is likely to exceed that, which could give it one of the longest ranges of any car in its class.

Its interior will also closely match other Leapmotor models', with most of the controls run through a large central touchscreen.

Pricing for the B03 isn't yet finalised but, given Leapmotor’s pricing strategy for other models, it could significantly undercut its Renault and Volkswagen rivals, potentially starting below £20,000.

• Lexus is preparing a three-row electric flagship to take on Volvo and Hyundai rivals.
• The TZ shares its overall shape and proportions with the new Toyota Highlander EV.
• Powertrain choices may follow Toyota’s setup, though upgrades are likely.

After plenty of speculation about its existence, Lexus’s long-expected electric three-row SUV has surfaced in the open at last. Spied testing for the first time, it is, at heart, a more polished take on the new Toyota Highlander EV, positioned to square up against the Hyundai Ioniq 9, Kia EV9, and Volvo EX90, with a ‘9’ set to feature in its name.

While this prototype is covered from head to toe in camouflage, we can see it retains the same overall shape and profile as the Highlander, though Lexus has worked over the details. Up front, for example, there are split headlights and a cleaner, less cluttered bumper design.

Read: Subaru’s Next SUV Is Big, Electric, And Very Toyota

Cast your eyes down the sides of the TZ, and you’ll notice the wheel arches are slightly more square than they are on the Highlander, and it sits on new wheels, too. The door handles and side windows also look the same as the Toyotas’, although the door skins look a little different.

The rear remains carefully disguised, offering little beyond hints. The taillights appear to mirror the Highlander’s general shape, possibly stretching further down the sides, though for now, most of the detail stays under wraps.

With a few possible exceptions due to the different body panels, the Lexus TZ should have largely the same dimensions as the Highlander. That means it should be about 198.8 inches long, 78.3 inches wide, and stand 67.3 inches, complete with a 120.1-inch wheelbase.

With a few allowances for its unique bodywork, the Lexus TZ or TZ9 if the naming structure holds, is expected to mirror the Highlander’s footprint quite closely. That points to an overall length of roughly 198.8 inches, a width of 78.3 inches, and a height of 67.3 inches, riding on a 120.1-inch wheelbase.

What About The Powertrain?

As for what sits underneath, the safest assumption is that Lexus will lean heavily on Toyota’s existing hardware. In Highlander form, the base setup pairs a 77 kWh battery with a single motor producing 221 hp and 198 lb-ft (268 Nm). Step up to all-wheel drive and output rises to 338 hp and 323 lb-ft (438 Nm), alongside a larger 95.8 kWh battery and a claimed range of up to 320 miles (515 km).

Although those figures would pass muster for a Lexus, the competition has already moved on. The Volvo EX90 carries a 111 kWh battery, while the Hyundai Ioniq 9 comes in at 110.3 kWh, both pushing for longer real-world range. Against that backdrop, a larger pack for the TZ would not go amiss.

A Familiar Lexus Cabin

We don’t yet have any photos of the TZ’s interior, though a couple of shots show the door panels. They’re clearly different from the doors of the Highlander and appear to have the same electric door release button as other Lexus models.

While some reports suggest it could be built alongside the Highlander EV at Toyota’s plant in Georgetown, Kentucky, others point to production in Japan with exports to global markets, including the US. Either way, it is expected to debut toward the end of the year or in early 2027.

• Spies have snapped the first photos of the facelifted Lexus NX.
• Compact crossover sports a new and more aggressive front end.
• Model will likely feature a handful of other minor updates as well.

Lexus introduced the redesigned NX in 2021 and now the company is working on a facelifted variant to keep the compact crossover fresh. Prototypes were recently spied undergoing testing on and around the Nürburgring and they suggest this will be a relatively minor update.

Starting up front, we can see a prominent spindle grille with two new horizontal bars at the bottom. Designers also gave the crossover new headlights, which feature two lighting strips that function as daytime running lights and turn signals.

More: 2026 Lexus NX Drops Entry-Level Engine, Adds Cheaper Versions

Beneath the lights are new triangular intakes, which give the model a sportier appearance. They could imply this is an F Sport prototype, although it’s hard to be certain at this point. Last but not least, there’s a new front bumper with a rounded lower lip.

The profile appears to carryover, but we can likely expect updated wheels. The same can be said for the rear end, but there are likely some minor changes hiding beneath the camouflage.

Spy photographers didn’t get a look inside, but the NX could follow in the footsteps of the ES and adopt a new steering wheel with “LEXUS” lettering instead of a familiar “L” logo. The model could also upgrade to the new Lexus Safety System+ 4.0 suite of driver assistance systems, which would be an improvement from the current 3.0 setup.

Powertrain details remain more mysterious, but the current model offers an assortment of options. Kicking things off is a turbocharged 2.4-liter four-cylinder developing 275 hp (202 kW / 279 PS) and 317 lb-ft (430 Nm) of torque. Customers can also get a hybridized 2.5-liter four-cylinder engine that produces a combined output of 240 hp (179 kW / 243 PS).

Last but not least, there’s a plug-in hybrid that features a 2.5-liter four-cylinder engine, electric motors, and an 18.1 kWh battery pack. This gives the model 304 hp (227 kW / 308 PS) as well as 37 miles (60 km) of electric-only range.

The new model is twinned with the Renault Twingo, and the close ties between the two models are evident. Like its retro sibling, the Dacia has a raked C-pillar, curved roofline and rounded rear windows, plus similar surfacing around its wheel arches.

Yet significant differences are also evident: it loses the Twingo’s signature rounded front light design for a thin gloss-black panel, like that on the Spring. At the rear, it does not have the Twingo’s lozenge-style window shroud, and the brake lights are notably higher-set than those on the Twingo.

The new Dacia city car will be revealed later this year, ahead of a public debut at the Paris motor show in October. It has been developed in just 16 months.

Although it is positioned similarly to the Spring, it will not immediately replace that model. Speaking to Autocar, Dacia product boss Patrice Lévy-Bencheton said “they are still quite different” – it will be slightly larger and wider, and its design takes greater influence from Dacia’s SUVs.

While Dacia has yet to give firm technical details of the car, it is likely to closely match the Twingo, with a 27.5kWh battery giving a range of just over 160 miles. Notably, Dacia has confirmed the model will be priced from less than €18,000 (£15,600), undercutting the sub-£20,000 Twingo and making it one of the cheapest EVs on sale.

Dacia has committed to the launch of three further electric vehicles over the next four years, although it has not yet given full details of them. One, however, will be the electric version of the next-generation Sandero, which, the company has confirmed, will adopt a “multi-energy powertrain range”. 

As previously reported by Autocar, it will use Renault’s CMF-B platform, which allows for pure-combustion, hybrid and electric powertrains.

The Sandero will “remain the value-for-money benchmark in its segment”, said Dacia. It was for years the cheapest car on sale in the UK.

As well as increasing its EV line-up, Dacia will continue to expand its hybrid offerings. While around a quarter of Dacias currently sold feature a hybrid powertrain, the goal is for that to reach two-thirds in the future.

The Striker and Bigster will be key to growing sales in the larger and more profitable C-segment. That market currently accounts for around one fifth of the brand’s sales, but the aim is for the combination of the two vehicles to increase that share to one third in the coming years.

More broadly, Dacia will continue to lean on what it calls a “unique business model”, drawing on a “disciplined” design-to-cost strategy that, helped by the use of shared group platforms and a lean distribution system, gives it a cost advantage of 15% compared with rivals, it says.

Dacia is also aiming to further strengthen its customer loyalty. It claims that more than 70% of owners stick with the brand when buying a new vehicle, with a further 10% switching to Renault.

• Lamborghini Temerario Spyder has been spied for the first time.
• The roadster is expected to debut late this year or early in 2027.
• Supercar will have a hybridized powertrain developing 907 hp.

Lamborghini introduced the Temerario in the summer of 2024, but the company just started delivering cars in January. It’s already a success as the Italian brand has previously said they have approximately twelve months worth of orders.

With the model now trickling into the hands of owners, Lamborghini is preparing to expand the lineup. While we’ve already seen the Temerario GT3 and the Temerario Super Trofeo concept, the latest version will be street-legal.

More: Lamborghini’s Latest Concept Is A Raw Beast For Gentlemen Racers

It’s the Temerario Spyder, which will serve as a replacement for the popular Huracán Spyder. A prototype was recently spied undergoing testing on and around the Nürburgring and it will undoubtedly get fans excited.

The prototype follows in the footsteps of the coupe and can easily be mistaken for the fixed roof variant upon first glance. However, a closer inspection reveals a number of subtle changes.

The retractable top eschews the double bubble design seen on the coupe, while the roadster appears to adopt a significantly smaller rear window. They’re joined by revised buttresses that are connected by a new support at the front. We can also see restyled engine vents and some other small changes.

Camouflage hides a number of details, but the roof will likely operate like its predecessor. If that’s the case, a touch of a button will raise the rear deck lid and allow the roof to be deployed or retracted in just 17 seconds.

The familiar styling should continue inside, where we can expect a 12.3-inch digital instrument cluster, an 8.4-inch infotainment system, and a 9.1-inch front passenger display. However, there could be minor changes including roadster-specific switchgear.

One thing that won’t change is the car’s plug-in hybrid powertrain that consists of a twin-turbo 4.0-liter V8 engine, three electric motors, an eight-speed dual-clutch transmission, and a 3.8 kWh battery pack. This setup gives the coupe a combined output of 907 hp (677 kW / 920 PS) and 538 lb-ft (730 Nm) of torque. That enables the car to rocket from 0-62 mph (0-100 km/h) in 2.7 seconds, before topping out at 213 mph (343 km/h).

The clip provides no real details about the vehicle, which shows it coming off an undisclosed track. It has a single seat with a Halo cockpit protection system, as you would see on a real F1 car, but the aerodynamics are much more extreme—and the car looks very wide.

It appears Aston’s new car features a similar front suspension setup to the Valkyrie—double wishbones with pushrod-actuated torsion bars. That front nose also looks Valkyrie-like, with a bladed bumper and a pair of pylons connecting the lower front splitter.  

The back of the prototype is difficult to discern, but it has a massively wide wing and a center-exit exhaust. There’s also a large intake above the cockpit, crowned with a large shark fin along the spine, similar to the Valkyrie LM.  

The video's audio quality isn't great, but it sounds like Aston put a hybrid V12 engine in this vehicle, possibly the same one that powers the Valkyrie. The engine turns off as the driver pulls off the track, with the car silently moving under its own power.  

The hybrid V12 that powers the Valkyrie is a 6.5-liter Cosworth-developed engine. The engine revs to 11,000 rpm, and the car’s combined output is 1,160 horsepower.  

Motor1’s Take: The Aston Martin Valkyrie already is a bonkers car. It generates about 4,000 pounds of downforce in its standard configuration and can achieve 3.3 lateral g-forces. This might be an extreme version of that, and maybe even the Valkyrie’s successor. 

Context:

Aston Martin is testing a mysterious F1-inspired hypercar that combines Valkyrie DNA with extreme aerodynamics.

Context:

This prototype could signal Aston's push into ultra-exclusive track-focused hypercars beyond the already extreme Valkyri

Context:

The Valkyrie already generates 4,000 pounds of downforce and pulls 3.3 lateral g-forces in standard form.

Porsche says the new 911 will offer "pure driving pleasure" and that it will be "a particularly fun sports car," but that’s all the automaker is telling us for now. We have to scrutinize the teaser photo for more information.  

The car, draped in a black sheet, appears to be a cabriolet. There is a clear line just above the windshield that looks to highlight where the convertible roof meets the surround. The sheet also seems to outline a pair of GT3-style hood vents, suggesting this might be a GT3 Cabriolet.  

If this is a drop-top GT3, it will likely have Porsche’s 4.0-liter flat-six engine, which produces 502 horsepower. It should also be available with a six-speed manual transmission.  

We will know all the details next week. Porsche will unveil the new 911 on April 14 at 10 am ET. You can watch the reveal on the automaker's YouTube channel.

Motor1’s Take: Porsche is great at expanding the 911 lineup with new variants that consumers are willing to buy. Driving a 500-hp convertible doesn’t sound great fun for the track, but it would be phenomenal for a summer night’s drive. 

Context:

Porsche hints at a new GT3 Cabriolet with 502-hp flat-six engine, unveiling April 14.

Context:

A convertible GT3 would fill a gap in Porsche's lineup for open-air track performance.

Context:

This marks Porsche's continued strategy of expanding 911 variants to capture new buyers.

The car was originally due in 2025. A cyberattack that paralysed JLR's systems and halted production at Solihull pushed the timeline back a year. The September date is now firm, and 150 prototypes are currently racking up test kilometres across scorching deserts and Scandinavian winter testing facilities, as Carwow reports.

What the car actually is

The GT is built on Jaguar's new in house JEA platform, an 850 volt electrical architecture developed specifically for this vehicle rather than carried over from any existing JLR product. Evo magazine, which has driven a prototype at Jaguar's REVI winter testing facility in Sweden, reports a triple motor drivetrain producing around 1,000 horsepower and 1,000 lb ft of torque, with a single motor at the front and independent rear motors on each wheel enabling full torque vectoring. The battery is a 120 kWh unit. The WLTP range target is over 700 kilometres on a single charge, and the 800 volt charging architecture is claimed to add 200 miles of range in fifteen minutes.

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The chassis specification is serious. Twin chamber air suspension with Bilstein adaptive dampers, rear wheel steering, and torque vectoring software that GearFliQ reports can respond within milliseconds. Despite that, Jaguar has deliberately mapped the torque delivery to be progressive rather than instant, chasing the feeling of a grand tourer under sustained high speed loads rather than the neck snapping hit of a hypercar. Evo's test driver reports a 0 to 62 mph time in the low three second range.

The car is 5.2 metres long, seats four, and is priced from around £120,000. That puts it squarely against the Porsche Taycan, which Jaguar's engineers insist it is not trying to be.

The heritage brief

The engineering approach here is unusual and worth noting. GearFliQ reports that before development began, Jaguar's engineers spent time in 2023 driving the XK120, E-Type, XJ Coupe V12, XJS and the original XJ Series I to understand what a Jaguar is supposed to feel like at a fundamental level.

Jaguar Vehicle Engineering Director Matt Becker explained the exercise:

"Jaguar's identity has always been about delivering performance and comfort in equal measure."

That balance is what the GT is being built around. The design follows from the 2024 Type 00 concept shown at Miami Art Week, carrying over the upright nose, long flat bonnet, sloping roofline and short rear deck. The production car adds two doors the concept never had.

The situation the car walks into

Jaguar has burned enormous goodwill in the eighteen months since it stopped selling cars. The rebrand drew widespread mockery. The Type 00 concept divided opinion sharply. Design boss Gerry McGovern has since departed, leaving the final production specification without its chief architect, which raises legitimate questions about whether the car that arrives in September will look exactly as originally intended.

What the brand has going for it is that the underlying product, based on every independent account from journalists who have ridden or driven prototypes, appears to be genuinely impressive. The platform is new, the technology is serious, and the dynamics suggest Jaguar understood what it was trying to build.

The September reveal will be the first time the public sees the full production car without camouflage. UK and US deliveries are expected to follow shortly after. The rest of the world comes later.

For a brand that has been selling nothing for the better part of two years, the pressure on that reveal event is difficult to overstate.

Sources:

• Evo — Jaguar GT prototype review
• Autocar India — New Jaguar four door electric GT to be revealed in September
• Carscoops — Jaguar Benchmarked Its Electric GT Against One Classic Above All Others
• Carwow — New Jaguar electric four door GT
• GearFliQ — New Jaguar Four Door Electric GT Inspired By E-Type And XJ, To Debut In September
• Electrifying — New Electric Jaguar Type 00 Review 2026

That Jaguar advert - you know the one I mean – isn’t the only thing about the car maker’s recent rebrand that’s riled folk.

Many have accused the once-proud British company - now under Tata's Indian ownership - of turning its back on a century of heritage when in 2024 it culled some of its most iconic logos to be replaced with contemporary motifs befitting its daring all-electric era.

Shortly after, it wiped all reference to the past from the website and reset its social media platforms as a blank slate, only stoking the fire of public outrage that had already engulfed.

But those responsible for developing the next generation of all-electric Jaguars refute the claims that the brand is shunning its legacy. Quite the contrary; they're embracing it.

Matt Becker, the vehicle engineer director poached from Aston Martin to mould JLR's cars of the future, told me back in December that 'understanding the DNA of Jaguar' was the fundamental first phase of the project. 

To do so, Becker and his team - including managing director Rawdon Glover - have spent time driving the greatest cars from its bloodline to grasp the essence of a 'true Jaguar'. Bottling their characteristics in their brains, the intention is to inject it into the electrified veins of the forthcoming four-door GT.

And I've now had the unique opportunity to see if they've managed just that.

At JLR's testing grounds in Gaydon, I too have driven legends from Jaguar's back catalogue. Then - for the first time - took to the wheel of a prototype version of the new £120,000 EV to see if it has inherited that Jaguar spirit...

Can Jaguar really capture the DNA of its iconic classics in a 2.6-tonne EV that costs north of £120,000? The Daily Mail and This is Money has driven a near-production prototype to find out

The past cars influencing its EV future

Rawdon Glover has taken plenty of flack for his role in the last two - controversy -laden – years at the helm of Jaguar.

But within moments of hearing him speak, you quickly realise herein lies a man absolutely convinced that a bold direction is the one that Jaguar needs to take if it is to thrive as it did decades before.

The intention: to transport Jaguar and its fortunes back to a time when it was most successful - when it offered exclusivity and desirability to match the likes of Ferrari and Porsche.

And he’s quick to reference vehicles in its history that broke away from convention to great reward.

He points to the Series 1 E-Type - the one Enzo Ferrari called 'the most beautiful car ever made' at its unveiling at the 1961 Geneva Motor Show - and its spiritual successor, the 1975 XJS; models that reshaped how cars of their era could look.

Jaguar's engineering department selected iconic cars from the company's past in a bid to recreate their charm. Right to left: E-Type, XK120, XJS, XJC and the new all-electric GT

Jaguar has made its intention clear. It wants the brand to recapture its most successful era - when it offered exclusivity and desirability to match the likes of Ferrari and Porsche

It was with this remit that JLR around 2021 challenged its in-house design studio to pen the silhouette of the model to spearhead its ambitious electric transformation half a decade later.

With the team split into three groups, a competition was created to sketch out how a Jaguar should look, irrespective of the powertrain it uses.

The winning entry: a cab-rear body (meaning the cabin is positioned further back than is convention), expansive bonnet, low roofline and large monolithic panels – a vision that became reality in the 2024 Type 00 Concept.

And it is these attributes that also lie concealed beneath the zebra-like skin cloaking the five-metre-long car I'm about to drive for the first time.

While the concept’s continuous roof curvature slopes from windscreen to tail in a fashion reminiscent to the E-Type, you can see the XJS’s influence on the four-door GT.

Still a cab-rear, big-bonneted cruiser, it has more saloon-like C-pillars evocative of its 1970s flagship.

Rawdon concedes its scale and design will undoubtedly be divisive but welcomes the fact it won't be to all tastes.

Having conducted various focus groups where potential clients were asked to rate its looks, he says the £120k electric GT typically scored ones and tens - and rarely anything in between. Such polarising opinion suggests Jaguar won't have to try too hard to sell it to those who love it - and won't need to bother with those who don’t.

‹ Slide me ›

The design influence for the four-door electric GT is the 1970s XJS. The EV reflects its cab-rear posture, extended bonnet and C-pillar signature

JLR's vehicle engineer director Matt Becker tells me the XJ-C (right) - produced from 1975 to 1977 - is the car he's trying to emulate when fine-tuning the driving character of the EV

The XJ-C yardstick

While the E-Type and XJS might have been the stimulus for the GT’s silhouette, it's the V12 XJ-C - produced between 1975 and 1977 - that Matt Becker earmarked as the yardstick for how the electric GT should drive.

Its 'comfort, lightness and deftness' are the traits he tells me he wanted to reproduce.

And having experienced a selection of the cars from Jag’s heritage fleet, I understand why it's the benchmark.

After initially driving the Series 3 E-Type (arguably the least demanding generation to drive) and discovering the degree of concentration and gentle persuasion it demands for every journey, the contrasting effortlessness of the XJ-C quickly shines through.

The 5.3-litre fuel-injected 12-cylinder engine delivers lazy wafts of power. The ride is plush and spongy, the steering controls are light and the cockpit is well cocooned for a car produced in the 1970s.

It gently rolls into corners, leaning heavily on its haunches as it clearly communicates that you’ve reached the limit of its cornering physics. But then it casually settles itself into position, like a cat that’s been circling its favourite cushion before curling up into a cozy ball.

These are the characteristics Becker and his team are striving to emulate.

The GT must deliver 'deep reserves of power and instinctive responses' but also be 'agile and rewarding to drive', all the while delivering comfort customers are expecting from a luxurious grand tourer,’ Matt explains.

Only then, he says, can it be considered a 'true Jaguar'.

Daily Mail and This is Money motoring editor took to the wheel of one of the electric prototypes to see if it has inherited that Jaguar spirit...

Jaguar has deployed a number of ingenious - and patented - features to ensure the four-door GT is both comfortable and capable. This includes splitting the battery pack under the floor

What it is the electric GT like to drive?

First and foremost, I must point out that the car I drove is still very much a prototype. It is one of 150 built and is still in active service.

In fact, Navid Shamshiri, product character and performance manager at JLR, tells me this mule has just returned from a European jaunt with four engineers taking it across continent - including flat-out on the derestricted German Autobahn - as part of its final assessment phase.

While the 'hardware' of the car is 100 per cent production ready, Navid explains the software is only around 70 per cent complete as the team continues to tweak and fine tune ahead of its full reveal later this summer.

It means that while the monumental proportions you see here are reflective of what is going to be bolting up and down the M40 in 2027, my impressions from the driver's seat are subject to change.

But here's what it's like in its current format.

Jaguar electric four-door GT: Specs at a glance 

Price: from £120,000-£140,000

Unveiling: September 2026

First UK deliveries: Early 2027

DIMENSIONS

Length: 5.2 metres (approx)

Width: 2 metres (approx)

Height: 1.4 metres (approx)

Weight: 2,700kg (approx)

Wheels: 23 inches

PERFORMANCE 

Electric architecture: 850V 

Battery: 120kWh battery

Electric motors: 3x e-motors (2 rear, 1 front)

Transmission: Single-speed automatic, four-wheel drive 

Max power: Over 1,000bhp 

Acceleration (0-62mph): Under 3.5 secs

Top speed: TBC

Range: 430 miles (est)

Charging capacity: Up to 350kW

Charging speed: 15 mins to add 200 miles of range 

Stepping over the relatively wide door sill and lowering my backside into the chair, it’s already clear this is like no other electric car I’ve driven in the last few years.

The decent into the seat is more pronounced than normal as I plonk my frame into what feels like the guts of the chassis.

This is courtesy of the ingenious move to split the 120kW battery pack in the floor, with the divide providing a structural gateway for the seats to be bolted lower into the chassis.

Doing so means driving position isn't as elevated as other EVs that perch the glasshouse directly on top of a foundation of battery modules.

This too explains how Jaguar has managed to keep the roof height to a svelte 1.4 metres.

Yet the four-door GT hasn’t given up precious range or performance by carving a wedge out of the battery footprint.

What’s lost in cells has instead been redistributed further forward in the platform - which, again, is a unique construction element devised through clever thinking.

Engineers have positioned the high voltage system ahead of the bulkhead (cabin) courtesy of a patented structural crash protection feature that stops the expansive bonnet from crumpling into the cockpit. It means the battery pack can also be extended closer to the front arches, which will be a feature of all models built on the Jaguar Electric Architecture (JEA).

Such inventiveness unlocks an additional 70 miles of range - taking the grand total to more than 400 miles - and adds an extra 148bhp, I'm told.

At speed, the four-door electric GT pitches onto its loaded side in the same fashion as the 1970s XJ-C I'd driven minutes before

Throttle firmly planted, the GT glides in utter silence in what has to be one of the most enveloped cabins at over 100mph

Seat adjusted and belt fastened, there's not much to take in from the heavily concealed cabin, with only the digital driver's display on show - though even this is still not the finished article.

Within moments of pulling away at low speed, I immediately feel the advantage of sitting lower to the ground at the epicentre of the car.

As I peer through the deeply raked windscreen at the expansive mass ahead, it's easy to forget there isn't a romping V12 lurking under there. And despite its dimensions, there isn't even room for a 'frunk' (a front trunk, pardon the horrible Americanisation) to bolster luggage space.

The first significant rotation of the steering wheel highlights exactly where I'm positioned within this enormous machine as the car pivots around me like I’m a pin punched right through the yaw centre of this 2.7-tonne [approx] barge. 

Pulling onto the entry road that leads to Gaydon's high-speed bowl, a pressured dab of the throttle provides the first taste of the 1,000bhp at my disposal, which seems excessive, even for an exclusive GT with a six-figure price tag.

This abundance of power is delivered to all four wheels by a single electric motor at the front and a pair at the rear.

Torque vectoring [the distribution of engine power to individual wheels, rather than across an axle across] manages the delivery of horses while also monitoring for any modicum of wheel slip some 1,000 times per second - a necessary procedure to ensure the EV continues to move in its intended forward trajectory.

The active air suspension keeps the car taut but incredibly cushioned, which provides great poise while I'm travelling at speeds well in excess of the motorway limit during my driving stint

As we enter the bowl, Navid urges me to bury the throttle. 

Complying with his request, I hear the whine of the inverter elevate as it orders a bulk of torque from the electric motors. 

It delivers a wonderfully linear exhalation of thrust as it accelerates with real elegance. It's in complete contrast to the 1,140bhp Porsche Cayenne Turbo Electric I drove days earlier, which instantly dumps its torque in a nauseating manner.

In the Jaguar's ‘Comfort’ driving mode – the only one of three I'm authorised to use - the nose of the car lifts prominently as the bulk of the power is issued to the rear axle. It serves the luxurious sensation you get driving half-a-million-pound Rolls-Royces.

Matt tells me this characteristic is purposely tuned into the GT's Comfort mode. However, wind it up into the Dynamic setting and the software eradicates any body motion to keep the chassis flat and planted.

What is consistent across all three modes is that the power is rear bias (Rain/Ice/Snow mode being the most front bias of them all), with Becker and his team adamant that it should feel like a rear-wheel-drive car but with the safety net of all-wheel drive.

Throttle firmly planted, the GT glides in utter silence in what has to be one of the most enveloped cabins at over 100mph. An active noise cancelling system is still in the tuning phase but when added to the production car - I imagine - will make it incredibly hushed.

The active air suspension keeps the car taut but still beautifully cushioned, which provides great poise while I'm travelling at speeds well in excess of the motorway limit as the car eats miles with unintimidating ease.

Charging into the bowl's banked corners with some velocity, the body pitches onto the loaded side in the same fashion as the 1970s XJ-C I'd driven minutes before. But there's not a hint of a loss of traction as the torque vectoring disburses the power to where it's needed, making the GT feel unwaveringly stable.

The four-door GT authentically reproduces some of the best driving hallmarks of the 1970s XJ-C, from its cossetted cabin, ease of use and luxurious ride comfort

Whether the four-door GT completely captures the Jaguar DNA that Glover and his team are seeking can only be judged in the final product that arrives in a matter of months

Navid redirects me to a different area of the testing grounds specifically designed to calibrate the ride quality on a route reflecting the worst-rutted B-roads in Britain - it's narrow, pothole-riddled and laden with joins and uneven tarmac.

Yet the GT feels composed throughout, though still very much on the firm side as it communicates every blemish in the surface below without reproducing the harshness in the cockpit.

That's even the more impressive given the EV rolls on standard-fit 23-inch wheels - which are so big that they account for 55 per cent of the car's total height - and all-season tyres, which are typically firmer than summer rubber.

Like its XJ-C yardstick, its surprisingly easy and agile when navigating slower manoeuvres, which is aided by its rear-wheel steering that JLR has mastered in other model lines, including the hulking Range Rover.

Read More

Rolls-Royce vows to stick with potent 12-cylinder petrol engines as it shelves plan to go electric in 2030

Does it 'feel like a Jag'? 

It's clear that many of the GT's characteristics have intentionally been engineered into the software to recreate the attributes that made previous Jaguar's great.

It authentically reproduces some of the best driving hallmarks of the XJ-C, from its cossetted cabin, ease of use and luxurious ride comfort.

In fact, Jaguar showed me the graphs detailing the suspension performance of the EV versus its 1970s inspiration - and the two are outrageously close given their half-century void.

Whether the four-door GT completely captures the Jaguar DNA that Glover and his team are seeking can only be judged in the final product that will debut in a matter of months.

But what's clear today is that the company has built itself an engineering team capable of reproducing character elements of legendary models from its history, despite being underpinned by an entirely different - and inherently heavier - architecture.

Jaguar has confirmed that the yet-named electric four-door GT will be unveiled in September. First deliveries are scheduled for early 2027. But there's still plenty of work yet to be done...

What's next for the electric four-door GT?

Jaguar has confirmed that the showroom-ready car will be unveiled in September and first deliveries are due for early 2027.

But before then, there are still major areas that need to be signed off.

This includes its official name, which we're told will be confirmed in a matter of weeks.

Becker also tells me that there's work to be done on the sound the EV produces, both inside and out.

The score for the cabin has already been meticulously tuned on a simulator but is yet to be deployed in a prototype to gauge if the soundtrack suits the driving characteristics.

What I do know is that it won't sound like a spaceship or synthetically reproduce the noise of a combustion engine. 

It’s not just the wild aerodynamic body kit, with its pop-out fender vents, that makes it stand out. The upcoming high-performance coupe appears to wear some of the widest tires ever fitted to a production car. With 325-mm front and 355-mm rear Michelin Pilot Cup 2 R rubber wrapped around those center-lock wheels, it’s no surprise AMG calls it the “most extreme Black Series ever.”

It seems to ditch the rear window, though visibility would be minimal anyway given the massive rear wing. The prominent rear diffuser looks as if it was lifted straight from the new GT3 race car, for which the Black Series serves as a homologation special. Unlike other AMG GT versions currently on sale, it features a side-exit exhaust for a V8 engine believed to use a flat-plane crankshaft.

Seeing the new Black Series at the Nürburgring makes us wonder whether Mercedes-AMG will eventually attempt a hot lap. It already holds the record for the fastest production car with the One hypercar, which clocked a 6:29. Then again, it wouldn’t feel quite right for the F1-engined machine to be dethroned by a significantly cheaper vehicle.

Although the battle is heating up between the Ford Mustang GTD and Chevy Corvette ZR1X, the AMG One likely has little to worry about in its “Lord of the ’Ring” status. Still, more competition is on the way, as a new Porsche 911 GT2 RS could debut as early as this year. It could beat the American duo and even get dangerously close to its domestic rival.

Nürburgring lap times aside, the next Black Series looks absolutely bonkers and goes like stink around the famous track. It’s not the only GT3 race car with a license plate on the horizon. Toyota has already introduced the new GR GT, also packing a brawny V8. Japan’s new supercar delivers more than 641 horsepower from a hybrid 4.0-liter twin-turbo engine, but expect the Germans to outmuscle it, considering the previous Black Series had 720 hp. The new GT2 RS will likely join the 700+ hp club as well.

Motor1's Take: A new Black Series arriving relatively soon after the last one is a welcome surprise from AMG. The four-cylinder C63 signaled an era of electrification and downsizing, but that didn’t quite go to plan, so Affalterbach appears to be returning to a large-displacement combustion engine for a car that will likely share little with the standard AMG GT. The rumored Mythos CLE special edition is likely to have big power from a V8 engine.

Mercedes has been criticized for turning the GT into a coupe-ified SL, but the next Black Series should address those concerns. It’s expected to be significantly lighter, shedding its grand-touring underpinnings and reverting to a full-fledged performance coupe.

Source: CarSpyMedia / YouTube

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Back in January, Skoda announced that their upcoming and range-topping electric SUV will be the Skoda Peaq, a production version of the Skoda Vision 7S Concept we saw as long ago as summer 2022, but with very few details on offer.

Now, with the Peaq’s debut expected in the coming months, Skoda has released images of the Peaq (above and below) covered in camouflage to keep details under wraps, as well as a chunk of details on what is to come.

The first photos do, however, appear to confirm the Peaq won’t stray too far from its Concept Genesis with a Tech Deck face, LED lighting, and Flush door handles, with Skoda confirming the interior will get a 10.0″ driver display and a 13.6″ vertical Android-based infotainment, optional HUD, wireless phone charging and smartphone digital key and Panoramic roof.

Even with all seven seats in place, the Peaq will still deliver 300 litres of boot space (and another 37 litres in a front boot), with the Peaq offered in five interior designs – Sportline Lounge and two versions each of Loft and Suite – all with ambient lighting and heated steering wheel.

Three powertrain options will be on offer, with 60, 90 and 90X, with power from 201bhp to 295bhp, with the ’90’ models promising range of 370 miles from its 91kWh battery (the ’60’ model has a 63kWh battery and 267-mile range).

Klaus Zellmer, Škoda Auto CEO, said:

The Škoda Peaq is designed for real life – for families who need space, for drivers who want confidence on long journeys, and for anyone who values modern style without compromise. As our next flagship, it raises the Škoda brand to a new level: more spacious, more practical, and more attractive for everyday explorers. Peaq brings a new sense of scale, smart functionality, and progressive design to the large electric SUV segment, setting a benchmark for what a modern Škoda can be.

The new Skodao Peaq is expected to debut in the coming months, with prices likely to start from around £50k.

While the full-body camouflage may suggest BMW is completely redesigning its AMG E63 fighter, that’s not going to be the case. This will still be a mid-cycle facelift rather than a next-generation model, despite featuring a completely new face. Indeed, these test cars are hiding an all-new front end that already looks familiar.

The large kidneys are gone, making way for a new grille that appears to blend seamlessly with the headlights. Where have we seen that before? On the new electric i3 sedan, which also previews the next-generation 3 Series coming later this year. Being an M5, it adopts a much more aggressive front bumper, featuring a cornucopia of air intakes.

If you know your BMWs and have a keen eye for detail, these prototypes are missing an important design trait. The M-specific side mirror caps are gone, but these aren’t the regular 5 Series mirrors either. They appear to be borrowed from the new i3, further suggesting even facelifted models will embrace the Neue Klasse design language.

At the back, the taillights appear slimmer than those on the current M5. However, these may be placeholders until later prototypes hit the road with the final rear lights. Even so, the shape and size are unlikely to change, as that would require different body panels. Instead, the production-ready taillights are expected to feature sleeker graphics derived from the new i3.

It’s still a plug-in hybrid. The cap covering the charging port sits in its usual place on the front fender. As if that weren’t obvious enough, the yellow sticker is mandatory on electrified vehicles testing at the Nordschleife. In the event of an accident, its role is to inform safety personnel that the prototypes are equipped with a high-voltage electrical system.

Although the photographer couldn’t peek inside, the i3’s cabin is likely an accurate preview of what’s coming for the 5 Series facelift and its more athletic M5 twin. You can kiss the iDrive rotary dial goodbye, as BMW will remove the physical knob from all future models.

The M5’s dashboard will be completely different, featuring a large central touchscreen supplemented by a full-width windshield projection stretching from one pillar to another. There are also rumors of an optional passenger screen, which neither the iX3 nor the i3 currently offer. As with the two Neue Klasse EVs, BMW is expected to remove even more traditional controls by shifting functions to the touchscreen.

To a certain extent, the i3’s dashboard and switchgear will carry over to the next 3 Series later this year, before the larger 5 Series adopts the so-called minimalist look in 2027. The updated M5 is also expected to break cover before the end of next year, hopefully joined from day one by the more practical Touring.

Motor1's Take: Never in the history of the M5 has the performance sedan received such a radical update within the same generation. Between the new face and the overhauled dashboard, it will give the impression of a next-generation model.

For those who would rather have a new M sedan without a plug-in hybrid, one is on the way. BMW insiders claim the next M3 with an inline-six is due in 2028, but that one too will likely feature some form of electrification as well. Rather than going the PHEV route, it’s rumored to adopt a mild-hybrid setup, which should help limit the weight penalty.

However, traditionalists may want to buy the current M3 if they’re after the classic recipe with rear-wheel drive and a manual gearbox. The next one could go AWD- and automatic-only, much like big-brother M5.

Source: Carspotter Jeroen / YouTube

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• Toyota plans Celica return with possible hybrid turbo engine and all-wheel drive.
• New powertrain could replace smaller engines struggling with emissions rules.
• Reports say 395 hp output can be boosted to 600 hp with bigger turbocharger.

A 1.6-liter three-cylinder turbo helped make the GR Yaris and Corolla into the great drivers cars they are, bolstering Toyota’s performance credentials in the process. Now the brand is sidelining that engine for something entirely different in its new coupe, which company officials have now confirmed to Autocar is being referred to as the Celica Sports. That’s not the only news either, as a Toyota spokesperson also revealed that it will have four-wheel drive.

Although there’s a lot of nostalgia wrapped up in the Celica name, which hasn’t been used for 20 years, the comeback will be very modern under the hood, and will allegedly incorporate hybrid technology as well as a heap more capacity than the Yaris and Corolla offer.

Related: Toyota Won’t Deny Mid-Engine Celica After Secret WRC Prototype Surfaces

One of the reasons for that shift isn’t related to performance, but tailpipe emissions, Gazoo Racing marketing boss Mikio Hayashi told Autocar.

Et en vidéo #WRC pic.twitter.com/IijrGfLWwN

— Rallye Sport (@RallyeSport) February 26, 2026

“The displacement size of 1.6 litres cannot meet emission regulations, so we have to consider the possibility of a 2.0-litre,” Hayashi said, effectively confirming that the little triple has been sidelined. He also claimed “nothing has been decided yet” about whether to make the sports car’s powertrain a hybrid, PHEV or plain old combustion setup.

But while he claimed he couldn’t yet reveal what would take its place, we already have a solid idea about the foundations.

Up To 600 HP

Back in 2024 Toyota revealed it would soon introduce a 2.0-liter G20E four-cylinder engine that is officially rated at 395 hp (400 PS), but can apparently produce up to 592 hp (600 PS) with a bigger turbocharger.

The engine could also find its way into the GR Yaris and GR Corolla, where its 395 hp stock output would provide a big boost over the 276 hp (280 PS) and 304 hp (308 PS) of today’s cars. And it’s also a shoe-in for a new mid-engined sports car which has been confirmed by Toyota, though the name of that sports car hasn’t been revealed.

Front- Or Mid-Engined?

Sticking to the template laid down by the three generations of the two-seater that ran from 1984 to 2007, any new MR2 should have its engine in the middle, while a new Celica’s ought to be in the nose. But over in the rally world Toyota is testing a mid-engined spaceframe-chassis WRC car that will replace the competition GR Yaris, and images show it wearing what looks like Celica-type bodywork.

Toyota execs even refused to deny that it was a Celica when asked. We created the render to give you an idea of how it could look without disguise.

Japan’s Best Car even claims the production Celica could move to a mid-engined format, which would help set it apart from the next Supra and GR86. But that would only make sense if the new Celica was also the new MR2 – something reported by Japanese media – because it would be nuts to develop two relatively affordable mid-engined cars with only two seats.

Premières images de la Toyota WRC27 en essais au Portugal #WRC

Photos : Marcio Pereira pic.twitter.com/JLDMR9ejMn

— Rallye Sport (@RallyeSport) February 26, 2026

Lead image Marcio Pereira @ X

Context:

Toyota's Celica returns with 2.0L hybrid turbo AWD, potentially reaching 600 hp with larger turbocharger.

Context:

This marks Toyota's shift from smaller engines to meet stricter emissions regulations while boosting performance.

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The original Celica nameplate hasn't been used for 20 years since production ended in 2006.

The chunky off-roader looks exactly as you’d expect: essentially a scaled-down version of the real G. It carries over all the hallmark traits of its bigger brother, including boxy proportions with bulging wheel arches and a flat roofline. That’s likely not a spare wheel at the back, but rather a storage box similar to the one found on the electric G-Class. It’s mounted on a side-hinged, swing-out fifth door, echoing the venerable go-anywhere SUV.

Even in full camouflage, it already looks promising, and its more compact size should make it easier to live with around town. As with the full-fat G, we can’t imagine many owners venturing far off the beaten path. Still, should that happen, Mercedes has pledged to give this new G variant genuine off-road capability courtesy of a platform described by the company's head honcho as a "completely new development."

While the standard G-Class measures about 185 inches (4.7 meters) in length without the rear-mounted spare wheel, the upcoming version is rumored to come in at roughly 173 inches (4.4 meters). Judging by this prototype, it also appears to sit much lower to the ground than the authentic G-Wagen, meaning it won’t match its generous ground clearance.

Although this prototype appears to be fully electric, given the lack of engine noise, an ICE version could follow. Recent reports suggest Mercedes also plans to fit a combustion engine for a hybrid variant. It’s said to use the same turbocharged 1.5-liter four-cylinder found in the new CLA. As you can imagine, both electric and gas-powered versions should feature a standard 4x4 setup.

The “Little G” won’t be the only new addition to the G-Class family, as Mercedes is also planning the return of the Cabriolet. The four-door model with a retractable fabric roof has already been teased and is believed to receive the AMG treatment in a hot G63 flavor. Production is expected to begin in the second half of 2027.

Motor1's Take: It’s fair to wonder what took Mercedes so long to greenlight a smaller, more affordable G-Class. It’s shaping up to be another license to print money and could replicate the success of its bigger sibling. 2025 was the best year ever for the full-fat G, with sales nearing the 50,000-unit mark.

We expect the Little G to be significantly more affordable than the venerable off-roader, which starts at $155,250 for the G550 in the United States. In Germany, the entry-level version comes with a diesel engine, with Mercedes asking €127,591 for the G450d.

Source: Carspotter Jeroen / YouTube

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Mercedes' "Little G" maintains iconic G-Class design in a more compact, city-friendly package.

Context:

A smaller G-Class could significantly expand Mercedes' luxury SUV market reach with lower pricing.

Context:

The full-size G-Class hit record 2025 sales of nearly 50,000 units, proving strong demand.

• Mystery vehicle at Tesla Texas plant looks longer than the Model Y.
• Fans think it could be the stretched Model Y L already sold in China.
• If true, Tesla may be readying a larger family SUV as Model X goes away.

Every time a drone buzzes over Tesla’s Texas Gigafactory, the internet immediately goes into detective mode. Usually, the result is a grainy shot of construction equipment and a few wild guesses. This time, though, the mystery object might actually be something real. Fans of the brand have torn these shots apart like they’ll reveal whether or not alien life exists.

Drone pilot Joe Tegtmeyer recently captured footage of a large vehicle shell sitting inside a wooden crate outside Tesla’s Gigafactory Texas. The structure was wrapped in blue plastic and surrounded by construction materials. That didn’t stop folks from trying to suss out exactly what we’re looking at. Most think it’s Tesla’s Model Y L.

Read: Tesla’s Budget Model Y Gets Grip And Grit For $2K More, But Don’t Call It Standard

That’s the long-wheelbase take on Tesla’s compact crossover, first rolled out in China last year. It matters more than it might seem at first glance. This is effectively Tesla’s only proper three-row crossover heading into the near future. Yes, you can spec tiny rear seats in the standard Model Y, though calling them usable depends on how much you like the people riding back there.

The Model X is about to go away with the death of its flagship stablemate, the Model S. That leaves Tesla with a big gap in the market. A lengthened Model Y would help plug that third-row-sized hole.

Well this is interesting at Giga Texas today … what do YOU think this is? 樂 pic.twitter.com/U9pLvqbf7L

— Joe Tegtmeyer  鸞 (@JoeTegtmeyer) March 23, 2026

The vehicle in the drone footage appears to be little more than a body shell. These unfinished body structures allow automakers to continue development or manufacturing testing without building a full car to do so. It’s a normal part of production and something we’d expect from Tesla if it were setting up to sell the Model Y L in the U.S. market.

As Teslarati pointed out, observers have done just about everything they can to sort this out. Some used AI to create renders. Others compared how the dimensions came together compared to the standard Model Y. Some went as far as to superimpose the Model Y L’s window shapes over the shell.

More: Tesla’s Model Y L Gets Bigger And Pricier With New Six-Seat Layout

The Chinese market Tesla Model Y L.

All signs, at least for now, point toward this being the Model Y L, or something very close to it. One user even shared a rare overhead shot of what appears to be the production SUV, and the resemblance lines up almost too neatly to ignore. The proportions, the silhouette, the overall footprint, it all matches.

That said, there’s no word on when or even if the vehicle could come to the U.S. market in any official capacity. Musk once seemed to indicate that it might not ever end up in the States. These images seem to indicate otherwise, though with Tesla, certainty has never really been part of the package.

It looks the same as my Model Y L. pic.twitter.com/uVf98xpvTE

— @BananaMemeClub (@BananaMemeClub) March 23, 2026

Lead image Joe Tegtmeyer @ X

Context:

Drone footage suggests Tesla may bring the extended Model Y L to the U.S. despite Musk's previous denials.

Context:

This could fill Tesla's three-row SUV gap as the Model X faces discontinuation alongside the Model S.

Context:

The Model Y L launched in China last year with a longer wheelbase and proper third-row seating capacity.

Porsche was spotted at the Nürburgring pushing a prototype of the Cayman coupe with very little camouflage. It still looks like a mini 911, and that yellow sticker in the top-left corner of the rear glass reveals its electrified nature. The test vehicle flaunted a rear spoiler and appeared to have all the production body panels in place.

However, Zuffenhausen has mastered the art of disguise by using fake panels and body-colored camo, so we’ll withhold judgment until the official reveal. As for timing, Porsche CEO Michael Leiters recently said we’ll learn more about the 718 EV this fall. Speaking during the company’s annual conference earlier this month, he hyped up the electric Boxster/Cayman duo and the team behind it: “great car and people are doing a great job working on that.”

When it does eventually arrive, it’ll compete in a rarified segment. There are barely any two-door electric performance vehicles outside the supercar and hypercar realm. The MG Cyberster will be joined by the next-generation Alpine A110 by the end of this year or in 2027. Audi’s Concept C is coming next year as a sister model to the 718 EV.

In the meantime, the spy video also shows numerous other interesting performance cars undergoing testing at the Green Hell. There’s everything from the BMW M5 to a Toyota GR Yaris, along with the electric Mercedes-AMG GT 4-Door Coupe and the new GT Black Series announced just yesterday.

It’s a 13-minute reminder that fun cars are not dead, even as the segment shrinks with more buyers gravitating toward SUVs. While Porsche seems confident there will be enough demand for an electric Boxster and Cayman to justify the development costs, it knows it won’t convince everyone. The solution? Bringing back the gas-fueled 718 later this decade.

Motor1's Take: Under new management, Porsche is still pressing ahead with the electric 718 project. While there’s still no word on when the cars will go on sale, the spy video is a clear sign the Boxster and Cayman without combustion engines are still happening.

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Context:

Porsche's electric 718 Cayman spotted testing at Nürburgring with minimal camouflage after years of development.

Context:

Electric sports cars remain rare outside supercars, creating untapped market opportunity for Porsche's EV.

Context:

Porsche plans to reintroduce gas-powered 718 models later this decade alongside the electric versions.

Spy photographers have snapped the Mercedes E-Class EQ on multiple occasions and now they've gotten the first glimpse of the AMG variant. It'll replace the slow-selling AMG EQE and feature a more conventional, and arguably safer, design direction.

Speaking of which, we can see the car will have a fully enclosed grille that should echo the one found on the C-Class and GLC EQs. We can also expect a sporty front bumper as well as star-infused headlights on the production model.

More: Mercedes' New E-Class EQ Is Coming To Right The EQE's Wrongs

Moving further back, there are lightweight AMG wheels that are backed up by a high-performance braking system with cross drilled discs. Designers also gave the car streamlined bodywork and a more traditional sedan silhouette. A closer inspection reveals extended fender flares, which likely hint at a wider track.

Elsewhere, the early prototype has a makeshift rear spoiler and temporary taillights. We can also get a glimpse of a sportier rear diffuser.

Spy photographers haven't gotten a good look inside the E-Class EQ, but the model could follow in the footsteps of the electric GLC. If that's the case, we can expect a 10.25-inch digital instrument cluster and a 14-inch infotainment system. The crossover also offers an MBUX Superscreen, which adds a 14-inch front passenger display. If that isn't enough digital real estate, the MBUX Hyperscreen boasts a 39.1-inch display that spans the width of the dashboard.

Performance specifications remain a mystery, but the model will ride on the MB.EA platform and have a lot in common with the GLC EV. The crossover's AMG variant is rumored to have three Yasa axial flux motors developing as much as 939 hp (700 kW / 952 PS).

That sounds like overkill, but there's little doubt the upcoming model will easily eclipse the AMG EQE. As a refresher, it has a 90.6 kWh battery pack as well as a dual-motor all-wheel drive system producing a combined output of up to 668 hp (498 kW / 677 PS) and 738 lb-ft (1,000 Nm) of torque. 

Article continues at Car Scoops

Context:

Mercedes' new E-Class EQ AMG could pack 900+ hp from three motors, replacing the struggling EQE.

Context:

This shift shows Mercedes prioritizing performance and traditional design over the EQE's polarizing styling.

Context:

The new model uses Mercedes' MB.EA platform, shared with the upcoming electric GLC crossover.

• Facelifted BMW X1 adopts Neue Klasse styling but keeps FAAR combustion platform.
• New Panoramic iDrive and interior tech bring it closer to next-generation electric models.
• One of 40 BMW launches by 2027, including new i3, as brand ramps up big product push.

BMW’s X1 looked pretty sharp when it debuted in 2022 with its crisp panels and flush handles, though the front end was still kind of trad. But now we know the German brand was holding onto the good stuff until after it had launched its groundbreaking Neue Klasse cars, and with those now out in the open, it’s time to bring the baby SUV up to date.

The biggest exterior change concerns that previously rather ordinary front end. For this mid-life refresh BMW has ditched its old-school grille and headlight setup in favor of the brand’s new visor-style face, the same look we’ve seen on the iX3 and the freshly revealed i3 sedan. It’s smoother, cleaner, and a bit more digital, and the rest of the bodywork already looks modern enough that the new nose should blend in nicely.

Related: BMW’s Smallest EV Now Looks Like A Mini iX3

An updated cabin brings BMW’s latest tablet touchscreen and Panoramic iDrive display, stretching across the dash and cutting down on physical buttons. It’s the same tech BMW is rolling out across its next-generation EV models, giving the X1 a much more modern feel than before.

But here’s the catch. This isn’t a Neue Klasse car under the skin. Instead, the X1 sticks with its existing FAAR platform, shared with the 1-Series hatch and various Mini models. So while it might look like BMW’s shiny new EV-era machines, it’s still powered by familiar 1.5, 2.0 and 3.0-liter combustion engines and hybrid setups depending on the market.

Army Of New BMWs

That split personality actually says a lot about where BMW is right now. The company is in the middle of one of the biggest product offensives in its history, with around 40 new or updated models planned by 2027. Some will be full Neue Klasse EVs, including the brand’s first fully electric M car, the M3 EV. Others, like this X1, will borrow the design and tech while sticking with existing hardware.

And the X1 won’t be alone. Though some BMWs, like the 7-Series, won’t fully jump onto the Neue Klasse face trend yet, leaked images suggest, dozens of models will. Expect similar treatment for cars like the electric iX1 5-Series and i5, the X3, X5 and 3-Series and 4-Series. However, those last three cars will go further than just a small styling tweak, and should be almost – but not totally – indistinguishable from their genuine Neue Klasse electric counterparts.

Context:

BMW's refreshed X1 gets Neue Klasse styling and tech but keeps its old combustion platform underneath.

Context:

This hybrid approach lets BMW modernize its lineup quickly while transitioning to full electric architecture.

Context:

BMW plans 40 new models by 2027, including its first fully electric M car, the M3 EV.

• Facelifted M5 sedan and Touring spied around BMW’s Nürburgring R&D center.
• Neue Klasse design brings slimmer lights and reworked grille treatment up front.
• Power likely unchanged with hybrid V8 still delivering serious punch and weight.

BMW debuted the all-new i3 electric 3-Series this week, and the automaker isn’t wasting any time giving the M5 super-sedan a sprinkle of the same Neue Klasse style.

Fresh spy shots out of Germany show both sedan and Touring wagon prototypes of the facelifted – or Life Cycle Impulse, in BMW terminology – M5 prowling the roads close to BMW M’s R&D center at the Nurburgring.

Related: The New BMW M5 Interior Is Definitely Not What You Remember

There’s been some debate about how far BMW will push the Neue Klasse styling on the M5. Some of that confusion comes from the thick disguise placed around the grille area, but also there’s the acknowledgment that the 5-Series is bought by an older, more conservative crowd, one that’s maybe not quite ready for the full NK experience.

However, these images, the clearest we’ve seen yet, certainly suggest BMW is applying the same kind of vizor-like face that debuted on the iX3 electric SUV and has now also found its way onto the i3 sedan. It looks like the kidney area is blanked off, with all cooling duties handled by a long, slim slot below, a bit like the one on the gas-powered Dodge Charger, plus the aggressive intakes in the redesigned front bumper.

But the metalwork above where the kidneys currently sit is still shaped to continue the raised profile of those kidneys, so it would look odd if the kidney weren’t there in some form. Guess we’ll have to wait for BMW to remove the sunglasses-shaped central piece of disguise later in the test program to know for sure how the finished car will look.

Also: BMW’s New 3-Series Wagon Just Crashed The i3 Party

Round the back, the changes are more about tidying things up. New taillights bring a different light signature, and the rear diffuser appears to have been simplified. The MY26 M5‘s slightly fussy V-shaped element in the middle is gone, replaced by something that looks more cohesive and less shouty.

New-Generation iDrive

But it’s not just the exterior of the M5 that’s getting the Neue Klasse design treatment. Earlier spy shots revealed a new tablet touchscreen and no gauge cluster that we could see, suggesting the M5 could adopt the iX3’s Panoramic iDrive head-up display.

Powertrains As Before

Under the skin, don’t expect fireworks, or at least not more than the ample amount the M5 already supplies. BMW usually leaves power upgrades for full generational changes, not facelifts. That means the hybrid twin-turbo, 4.0-liter V8 should carry over largely unchanged, still pumping out a hefty 717 hp (727 PS). It’s brutally quick already, even if the 25-mile (40 km) electric range isn’t exactly impressive considering the 1,100 lbs (500 kg) weight gain the hybrid kit contributed to.

The current M5 was revealed in mid 2024 and we’ve been spying facelifted prototypes of the facelifted version for a while, so it’s possible we might see a production version later this year ready to hit the street as a MY27.

Baldauf

Context:

BMW's 2027 M5 facelift adopts Neue Klasse styling with slimmer lights while keeping its 717-hp hybrid V8 unchanged.

Context:

This signals BMW's push to unify design across its lineup, even for conservative luxury sedan buyers.

Context:

The current M5 debuted in mid-2024, making this an unusually quick styling refresh cycle for the brand.

• The 2027 Audi Q4 e-tron has been spied nearly undisguised.
• It sports new bumpers, an updated grille, and revamped interior.
• We can likely expect an upgraded powertrain with more range.

The facelifted Audi Q4 is almost ready for its big debut as spy photographers have snapped a prototype virtually undisguised. As you can see, it’s only wearing a few pieces of camo on the headlights, taillights, and grille.  

Thanks to this half-hearted disguise, we can see the electric crossover will be equipped with a fully enclosed grille that features a new wave-like pattern. The model also has a more pronounced grille surround as well as a lightly revised bumper.

More: Something Big Is Changing Inside Audi’s Q4 And It’s Not Just The Battery

A closer inspection reveals updated air curtains and a lower intake with a new honeycomb mesh insert. The headlights appear to carryover, but it’s possible the thin disguise could be hiding some minor updates.

The profile looks untouched, although we wouldn’t be surprised to find updated wheels. Out back, designers added a more harmonious bumper that eschews the faux vent aesthetic.

Speaking of vents, we can see new ones at the outside edges that are accompanied by a triangular accent. Elsewhere, there’s a new diffuser and camouflage that hints at updated taillight graphics.

Spy photographers didn’t get a look inside, but previous pictures have shown the crossover will adopt an all-new dashboard with a freestanding curved display. It’s expected to echo the one found in newer models and this means the crossover could have an 11.9-inch digital instrument cluster, a 14.5-inch infotainment system, and a 10.9-inch front passenger display.

This would be a sizable step up from the current 10.25-inch cluster and 11.6-inch infotainment system. Besides larger displays, the crossover could adopt a new steering wheel and revised switchgear.

The biggest mystery remains the powertrain, but we can likely expect an upgraded battery pack and more efficient electric motors. These changes can’t come soon enough as the Q4 45 e-tron has an 82 kWh battery pack that powers a rear-mounted motor developing 282 hp (210 kW / 286 PS). This enables the model to accelerate from 0-60 mph (0-96 km/h) in 6.3 seconds and have an EPA-estimated range of 288 miles (463 km).

Upgrading to the Q4 55 e-tron quattro rewards buyers with a dual-motor all-wheel drive system producing 335 hp (250 kW / 340 PS). This lowers the 0-60 mph (96 km/h) time to five seconds flat, but the range plummets to 258 miles (415 km).

Context:

Audi's 2027 Q4 e-tron facelift brings new styling, larger curved displays, and likely improved battery range.

Context:

The refresh keeps Audi competitive in the rapidly evolving electric crossover market against Tesla and BMW.

Context:

Current Q4 e-tron range spans 258-288 miles depending on single or dual-motor configuration.

by Stephen Rivers

• Gold-wrapped Tesla Cybercab spotted charging in California.
• Prototype appears to have a steering wheel and a center screen.
• Reader says panel gaps and build quality looked rough up close.

Tesla is quietly working to bring its Cybercab to production, and while it doesn’t reveal very much on its own, keen-eyed readers are providing new insight. One of our readers, Robert, spotted a Cybercab prototype at a charging station and snapped a few candid photos. Let’s take a quick look at a car that doesn’t exactly match what Tesla showed to the world at its initial unveiling.

The gold-wrapped tester was spotted charging at a Supercharger in San Bruno, California, wearing decals that read “Tesla Engineering Prototype V_001” along with “Tesla Cybercab Zero Emissions.”

More: Tesla Spent Big On Cybercab Branding, Now Someone Else Owns It

This isn’t some sort of modified Model 3, but an early test version of Tesla’s dedicated robotaxi platform. According to the tipster, the occupants made it clear they didn’t want anyone getting too close, but the photos still reveal quite a bit.

Tesla has repeatedly suggested its future robotaxi would not need traditional driver controls, with past presentations showing vehicles without steering wheels or pedals. This prototype, however, did have a steering wheel, as is evident in the photos. That doesn’t necessarily mean Tesla changed direction. Early engineering vehicles often keep conventional controls for safety drivers while autonomous systems are still being tested.

The reader also noted that the car looked a bit rough around the edges, with some panel misalignment. In person, it also appeared narrower and smaller than Tesla’s promotional material suggests, which may simply come down to the usual gap between an early prototype and a finished production model. Notably, the Cybertruck itself ended up smaller than the concept Elon Musk famously rolled out back in 2019.

It is also worth remembering that Tesla has a long history of testing unfinished vehicles in public, sometimes long before final specs are announced. Because of that, differences between this prototype and earlier statements don’t necessarily mean Tesla has changed its targets, only that development is still ongoing.

Still, the sighting offers one of the clearest real-world looks yet at Tesla’s robotaxi platform. The lack of a rear window is consistent, the overall shape is the same, and at least this time, it doesn’t appear as though the tires themselves have paint on them. The rollout might be slow going, but it does appear to be moving forward.

Photos Robert G.

Context:

Tesla's Cybercab prototype still has a steering wheel despite promises of fully autonomous design.

Context:

This reveals Tesla may be further from production-ready robotaxis than previously suggested to investors.

Context:

The Cybertruck also ended up smaller than its 2019 concept version when it reached production.

• BMW iX1 adopts Neue Klasse styling with a cleaner look.
• The EV is expected to share battery and motor tech with iX3.
• Single-motor variants are expected to launch before dual.

BMW may have just revealed the new i3 sedan, but behinds the scenes, it’s already working on another EV. A redesigned iX1 is on the way, and fresh spy shots make one thing clear, it is moving in a very different visual direction.

The brand’s smallest electric SUV now appears to be taking heavy inspiration from the iX3, effectively shrinking down that model’s look while adopting the Neue Klasse design language that is gradually rolling out across the brand’s lineup.

Read: BMW’s New Compact SUV Spills Its Innermost Secrets

While the company has gone to the trouble of wrapping the prototype in its typical black-and-white camouflage, there’s no hiding some of the biggest design changes. Most notably, we can see that the large kidney grilles of the outgoing EV have been ditched in favor of small, vertical units, similar to the iX3, which are also being added to the new X5.

Trick Tech And Quick Charging

The new grille will be joined by new headlights and a redesigned bumper. The side profile also looks noticeably cleaner than the outgoing iX1, and includes flush door handles. The rear is hidden from view, but we can see parts of the new LED taillights.

Based on early reviews, it looks like the second-generation iX3 is BMW’s first competitive offering against the tidal wave of Chinese electric SUVs. It’s equipped with the company’s sixth-generation battery pack and electric motors, providing it with class-leading range and performance.

The new iX1 will use similarly innovative tech for a, hopefully, dramatic improvement over the existing model. We don’t know yet if it will have the same 108.7 kWh battery as the iX3, given its smaller size, but if it shares its 800-volt electrical architecture, it will enable charging speeds of up to 400 kW.

These images don’t show the cabin of the new iX1, but earlier ones from December did, revealing the same basic interior setup as the iX3, including BMW’s new Panoramic iDrive system and tilted central infotainment display. In all likelihood, the iX3’s odd four-spoke steering wheel will also come standard, like in the all-new i3 sedan.

Mercedes allegedly showed the flagship CLE Coupe behind closed doors during a meeting with dealers from the United States and Canada. Interestingly, Automotive News reports that the private event didn’t take place in North America but on the company’s home turf in Sindelfingen, Germany.

On Tuesday, sales representatives saw a variety of future products spanning both ICE and EV lineups. Chief among them was the AMG CLE 63, of which apparently only 30 units will be sold worldwide. That would make it even more exclusive than the original Mythos model, a roofless, windscreen-less SL 63 sold as the PureSpeed in 250 units.

The CLE 63 is said to pack 646 horsepower, a massive 203-hp jump over the CLE 53. While the report doesn’t specify the engine, it’s all but confirmed to be a twin-turbo 4.0-liter V8. According to Autocar, Mercedes-AMG initially considered offering the top-tier CLE with a four-cylinder plug-in hybrid setup borrowed from the C63. However, backlash over the sedan’s downsized engine may have convinced Affalterbach to reconsider.

Those 646 horses are expected to come entirely from the combustion engine, as the CLE 63 is unlikely to be a plug-in hybrid. Whether mild-hybrid technology will be included remains unclear, but either way, the V8 will do all the heavy lifting. When it goes official, expect a six-figure price tag, especially considering the CLE 53 starts just under $80,000 before options.

But the flagship CLE wasn’t the only car dealers got to see early. Mercedes also unveiled the AMG G63 Cabriolet with four doors and an electrically retractable fabric roof. Automotive News reports that production will begin in Q3 2027, with a U.S. arrival the following year.

Mercedes is also working on a new GT Black Series, though details remain limited. Logic suggests it will be based on the two-door AMG GT Coupe and positioned above the $200,000+ GT 63 Pro. It will likely be a two-seater to save weight and should exceed the 603 hp available in the Pro variant. With the CLE 63 expected to pack 646 hp, the V8 could deliver at least as much in a Black Series that will cost significantly more.

Alongside these combustion-powered performance models, dealers also saw a trio of electric AMGs. Leading the way is the already teased EV successor to the 4-Door GT Coupe, set to arrive in the U.S. early next year. It will be followed by an SUV equivalent in late 2027, with a lower, coupe-styled derivative arriving near the end of 2028.

On the non-AMG side, Mercedes reportedly revealed the new E-Class well ahead of its U.S. release in early 2028. The luxury sedan is expected to launch first in electric form, with gas engines and plug-in hybrids added later. And yes, there will be another wagon. The electric E-Class won’t clash with the EQE, which Autocar suggests could go out of production as early as this year.

As you might expect, Mercedes has refused to comment on future products, but as the saying goes, there’s no smoke without fire. We've also reached out, and we will update the article once we hear back. 

Motor1's Take: Whether you’re team ICE or EV, Mercedes is aiming to satisfy everyone. Enthusiasts will be glad to see the automaker sticking with V8s for the foreseeable future, while the electric portfolio appears set for significant expansion across both Benz and AMG lines.

Managing such an extensive lineup is no small task, especially with the need to make combustion engines comply with stricter emissions regulations. Perhaps less so in the U.S., where legislation is more relaxed than in Europe. But as a global player, Mercedes must meet both customer expectations and government requirements across all markets.

Source: Automotive News

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CEO Stephan Winkelmann said the firm will unwrap a series of new “derivative” models at regular intervals before 2026 – beginning in May with a dedicated event in Imola, followed by another at the Goodwood Festival of Speed in July, one at California’s Pebble Beach Concours in August and a final addition at the Art Basel exhibition in Miami in December.

Having now completed the first phase of its line-up renewal in electrifying all model lines, Lamborghini will now begin the second, which is fleshing out those individual line-ups with special editions and different variants – as it has done before with cars like the Huracán Sterrato off-road sports car, extreme Aventador SVJ supercar and Urus Performante SUV.

Winkelmann would not be drawn on specifics about these new additions, beyond confirming that they would be “four cars from four different types of bodystyle”.

They will include “derivatives coming from the three base models, plus another car which is coming from another car”, which would seem to suggest three series-production variants and an extreme one-off in the vein of last year’s £3m Fenomeno - revealed at Pebble Beach.

Likely additions to the line-up include drop-top Temerario and Revuelto Spider models and a new version of the range-topping Urus Performante.

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• Latest prototype features a fixed rear wing and carbon brakes.
• Dozens of small cooling holes are visible across the hood.
• AMG has engineered a system that mimics the sound of a V8.

Mercedes-AMG’s all-electric GT 4-Door Coupe is due for a full reveal this spring, arriving not long after the brand previewed its concept-inspired interior. It steps straight into the ring with the Audi e-tron GT and Porsche Taycan, so it cannot afford to be anything less than convincing, and early signs suggest the lineup will span several distinct versions.

Our spy photographers recently snapped a quartet of heavily camouflaged prototypes testing in the European snow, but one of them stood out from the rest. Attached to the rear was a fixed wing, suggesting this may be an even hotter version of the sleek electric sedan.

Read: Drivers Want More Buttons, So Mercedes-AMG’s New Super Sedan Removes Most Of Them

The spoiler isn’t dissimilar in size and shape to the one recently teased for the limited-run Mythos-series CLE Coupe, and is somewhat at odds with the rest of the car’s design. However, the same could be said for the Porsche Taycan, which has an exceptionally sleek profile, yet somehow manages to pull off having a large wing on the flagship Turbo GT version.

An EV That Could Be Exhilarating?

This prototype also has dozens of small holes positioned in the center of the hood, likely aiding in cooling, and not visible on other prototypes. Does this suggest it’ll have an even more powerful electric motor at the front axle? It’s certainly possible.

Given the car’s size and no doubt hefty weight, it comes as no surprise that it’s equipped with a set of huge, two-piece carbon fiber brake rotors. Up front, we can also see some hefty 275/35 R21 Michelin snow tires, and the rubber at the rear will be even wider.

How Much Power?

Underpinning the new AMG GT 4-Door Coupe will be the company’s bespoke AMG.EA architecture, equipped with three axial-flux motors. Different configurations are likely, and it’s possible that this range-topper taking the fight to the Taycan Turbo GT could churn out as much as 1,341 hp.

AMG is also eager to ensure the EV is just as entertaining to drive as its combustion-powered predecessor. As such, it’ll come equipped with a system that mimics the roar and bellow of a V8 engine, as well as fake shifts to replicate the feel of a dual-clutch transmission, pioneered by the Hyundai Ioniq 5 N.

Context:

The AMG GT 4-Door EV aims to redefine performance in the electric sedan segment.

Context:

This model's innovations could set new benchmarks for luxury electric vehicles.

Context:

AMG's focus on sound engineering reflects a growing trend in EVs to enhance driver engagement.

• Audi will launch the Q9 flagship SUV and A2 e-tron EV this year.
• The first Audi with a Rivian-sourced architecture will arrive in 2028.
• The brand sold 1,623,551 vehicles in 2025, including 223,032 EVs.

Audi is finally stepping into a part of the market it has long circled but never fully committed to. In 2026, that changes with the arrival of the Q9, a proper flagship SUV aimed squarely at the heavyweight class. At the other end of the lineup, the brand is also revisiting a familiar idea, confirming a new entry-level EV that brings back the A2 name.

Speaking at the 2026 Annual Media Conference, CEO Gernot Dollner pointed to both arrivals as key pieces of Audi’s next move. “The new Audi Q9 strengthens our position in the US and defines the top of our portfolio. And with the A2 e-tron, we are bringing a highly efficient entry point into electric mobility to market in fall 2026, a clear statement on efficiency.”

More: This Is The SUV Audi Dealers Think America’s Soccer Moms Actually Want

For years, Audi’s North American dealers have been asking for something bigger and more imposing than the Q7. It sells well enough, but it does not quite deliver the size, presence, or third-row space that full-size SUV buyers in the US expect. The Q9 is intended to close that gap, arriving alongside a next-generation Q7, with both models confirmed for a 2026 debut.

Audi has yet to show the Q9 in any official form, but spy shots have already done most of the talking. What they reveal is a big, upright SUV with split LED headlights, a wide grille, pronounced shoulders, and the expected three-row layout. It’s aimed directly at the BMW X7 and Mercedes GLS, and it looks ready for that fight.

The large SUV will ride on a stretched version of the Premium Platform Combustion (PPC) architecture, which supports both traditional engines and hybrid setups. The range is expected to go beyond the usual trims, with an SQ9 packing V8 power and a range-topping Horch version rivaling Maybach’s offering.

Entry-Level EV And Rivian Partnership

While the Q9 will grab most of the attention in the US, Audi has something very different lined up for Europe. The A2 e-tron, previewed in an official teaser, returns as a compact entry-level EV. It is scheduled to debut in fall 2026 and will ride on VW Group’s familiar MEB architecture.

More: Audi Confirms The A2 Is Back, Prays It’ll Sell This Time

Audi is also casting an eye further ahead with its Rivian partnership. The first model to use the new E/E architecture from the RV Tech joint venture is due in 2028, and it is widely expected to take the shape of a high-end off-roader, targeting the Mercedes-Benz G-Class and Land Rover Defender.Audi A2 E-Tron

Zoom out to the bigger picture, and Audi knows where the pressure is coming from. China, in particular, is forcing a rethink, and not just for Audi but for Germany’s auto industry as a whole.

“The industry, and Germany as a whole, needs to reinvent itself,” said Dollner. “Today, the US and China are driving the major technology trends, while Germany and Europe have fallen behind. Innovation for customers must therefore become the top priority again.”

Still, the CEO believes that Audi’s ambitious targets for the future are achievable: “Our growth targets through 2030 are both realistic and ambitious – and we are squarely aligning our position in our core regions of Europe, the US, and China to achieve them.”

A Challenging Year

Audi delivered 1,623,551 vehicles in 2025, a modest 2.9 percent decline compared to 2024. Even so, its EV push is gaining traction, with battery-electric deliveries jumping 36% to 223,032 units. Much of that growth came from the Q6 e-tron (84,000 units) and the A6 e-tron (37,000 units).

More: Volkswagen To Slash 50,000 Jobs After Profits Fell Off A Cliff

The Audi Group, which includes the Audi, Bentley, Ducati, and Lamborghini brands, brought in €65.5 billion ($75.5 billion) in revenue for 2025, up 1.5% year over year. Profit, however, moved in the opposite direction. Operating profit fell 13.6% to €3.37 billion ($3.88 billion), and margins slipped to 5.1% from 6%. So, more money coming in, but less of it sticking.

A large part of that pressure came from US tariffs, which carved €1.2 billion ($1.38 billion) out of the bottom line. Even so, net cash flow improved by 11.4% to €3.422 million ($3.95 million).

“We ended a challenging year with robust finances,” said Audi CFO Jürgen Rittersberger. ” The key now is to seize all operational and financial opportunities to make Audi more efficient, competitive, and profitable.”

For 2026, Audi predicts a revenue between €63-68 billion ($72.7-78.4 billion) and an improved operating margin of 6-8%.

The new model, already spied testing but officially announced during Audi’s annual media conference, will be the German firm’s largest and most luxurious model to date.

Sitting above the Q7 in Audi’s SUV line-up, it will be offered as a seven-seater or with a six-seat layout featuring luxurious separate rear seats.

The Q9’s focus on rear passenger comfort is intended to help it take on the role of the A8 – which has just gone out of production – as an upmarket executive car.

It's primarily focused on the American, Chinese and Middle Eastern markets but will be offered in the UK too.

"The Audi Q9 will be the new flagship of the Audi portfolio," said CEO Gernot Döllner. "This is a particularly important model for the US."

Audi has given few technical details of the Q9 yet, but spy shots show that it will have a large bonnet and a big new version of Audi’s 'single-frame' grille.

It's believed to be based on an extended version of the Volkswagen Group’s Premium Platform Combustion (PPC) platform and will offer a range of powertrains, likely including a twin-turbo 4.0-litre petrol V8 in the flagship SQ9.

The Q9 will also form the basis of sibling brand Porsche's flagship SUV, codenamed K1. That car, tentatively scheduled for a UK launch in 2028, is expected to be built on the same line at the Volkswagen Group's factory in Bratislava, Slovakia.

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• Porsche is testing a disguised Audi mule for the next Macan.
• SUV is expected to ride on Audi Q5’s PPC combustion platform.
• Expect inline-fours, V6s, and the Macan’s first PHEV powertrains.

Porsche’s Macan Electric has helped bring new buyers to the brand, at least in some parts of the world, but it looks like the company isn’t done with gasoline just yet. Spy photographers have spotted what appears to be an Audi Q5 test vehicle that might actually be hiding something far more interesting. Underneath that familiar body is the next combustion-powered Macan.

At a glance the prototype looks like a normal Q5, but a closer look reveals a few suspicious details. The SUV rides slightly higher than usual and wears noticeably wider arches that appear hastily attached to cover a broader track.

Related: Porsche Profit Crash Suddenly Makes A New Sports Car Above The 911 Likely

Your first thought might be to wonder what kind of mutant RS-Allroad Audi is cooking up for the Q5 lineup, when in fact what we’re looking at is a mule for the next ICE-powered Macan. Our photo guys spotted Porsche’s R&D team testing a stock-looking, but camo-wrapped Q5 last year, and now the testing has evidently entered a new phase.

Sales Slump

The reason is fairly simple. Porsche is preparing a new combustion powered SUV to replace the outgoing gas Macan, which disappeared from Europe when cybersecurity rules forced its retirement. The company had hoped the electric Macan would take over the role globally, but slower EV adoption in key markets contributed to a 10 percent global sales slide in 2025 and forced a rethink on Porsche’s entire electrification strategy.

A new gas-powered Macan is expected around 2028 and will ride on the Volkswagen Group Premium Platform Combustion architecture that also underpins the latest Audi Q5. That means 2.0-liter four-cylinder and 3.0-liter V6 turbo engines are likely, along with long overdue plug in hybrid variants.

A FWD-Biased AWD Porsche?

Platform-sharing is common within the VW Group and Weissach has proved with the older Macan and Cayenne that it can take VW bones and make something that feels very different and very much like a Porsche to drive.

However, Autocar previously reported that Porsche doesn’t plan to retune the twin-clutch-controlled Quattro Ultra all-wheel drive system this time around, largely for cost reasons. This setup normally favors the front wheels for efficiency, but it can quickly reconnect the rear axle when pushed harder during more enthusiastic driving or when slip is detected, even though the engine and transmission are longitudinally mounted.

For now the mule still wears the Q5’s interior, but that should change as development progresses and Porsche begins testing its own cabin and electronics that will probably borrow heavily from the Macan Electric and its newer Cayenne Electric big brother.

What Will Porsche Call It?

The bigger question is what Porsche will call this SUV. Macan seems logical, but some rumors say alternative names, such as Cajun, are being floated around. Whatever it ends up being called, the message from Stuttgart is becoming clearer: the electric transition is still happening, just not quite as quickly as originally planned.

Last fall, Genesis revealed plans to expand their lineup to include hybrid, electric, and range-extended vehicles. The first hybrid will arrive later this year and spy photographers have now snapped a prototype undergoing cold weather testing.

Based on the G80, the model is heavily disguised and this suggests the hybrid powertrain will be accompanied by some styling updates. Details are hard to make out, but it appears the car has a new front bumper with revised air intakes.

More: Hyundai’s Next-Gen Hybrid System Boosts Fuel Efficiency By 45%

It remains unclear if the changes will be limited to the hybrid variant, but the luxury sedan was given a mild refresh in 2024. As part of the makeover, the model was equipped with revised fascias, updated wheels, and new Micro Lens Array LED headlights. The upgrades continued inside with a new dashboard, a revamped center console, updated switchgear, and a 27-inch OLED display.

Styling aside, the big news resides under the hood. Details are limited, but Hyundai and Genesis have already confirmed plans to introduce a 2.5-liter turbo hybrid system for rear-wheel drive models in 2026.

The companies have previously said their next-generation hybrid system features a new transmission with two integrated electric motors. One handles starting, energy generation and propulsion assist, while the other is tasked with propulsion and regenerative braking. This combination “improves power, performance, and fuel efficiency while achieving smooth shifting and reduced noise and vibrations for a more refined driving experience.”

In the Palisade, the hybrid powertrain produces 329 hp (246 kW / 334 PS) and 339 lb-ft (460 Nm) of torque. It combines a turbocharged 2.5-liter four-cylinder engine with a 1.65 kWh lithium-ion battery pack, a six-speed automatic transmission, and two electric motors.

The G80 Hybrid will likely be similar, although we can expect to learn more later this year.

Michael Gauthier

Editor

Hailing from Metro Detroit, it was practically destiny for Michael Gauthier to dive headfirst into... Read full bio

I've got some great news for people who like cool cars: Porsche is apparently scrapping the idea of scrapping the electric 718 Cayman and Boxster, or maybe there was never a plan to axe the two upcoming electric sports cars at all, and we in the media just got too ahead of ourselves. A new interview with Porsche's Australia Managing Director and CEO reaffirms that the twin two-seaters are currently still in development, following wide reporting to the contrary because of strategies put in place by the company's new global CEO, Michael Leiters.

There's no exact timeline for when the electric 718 Cayman and Boxster will hit showroom floors, according to Porsche Australia boss Daniel Schmollinger, who spoke with Australia's Car Sales auto outlet. However, they're still going to arrive before their internal-combustion-powered counterparts. This good news is admittedly a bit unexpected. Porsche has faced a hell of a lot of challenges in developing the next-generation Boxster and Cayman. When you add in the fact that the company, under Leiters, is scaling back its EV strategy, it wouldn't exactly be a shock if these two cars bit the dust before they even hit the road. Luckily for us enthusiasts, though, that's not the case, and they'll join in with their Audi Concept C sibling in the electric sports car fun.

Schmollinger tells Car Sales that the program is on track and that he's even driven a prototype of the 718 on track, saying it's "actually amazing." I'm sure it'll be quite good, but he may also be a bit biased in this regard. Here's what else he said to the outlet:

"So I had the chance to drive it on a race track and it was just amazing. A Boxster type of car should give you the weight distribution, a very go karty feeling and it provides that."

"And with the electric engine, of course, it gives you even more dynamic driving.

There are still plenty of things we don't know about the cars, especially when it comes to performance figures and launch specifics. Apparently, there's now even some mild doubt about the cars' combustion engine future. When asked about whether or not they'd still be offered with gas motors, Schmollinger apparently kept quiet, telling Car Sales that it's "very early" to speculate. He did admit that the door was still very much open to both gas and plug-in hybrid power — something we reported on in the past.

"Headquarters is basically constantly evaluating where the opportunities are. Every six months they look into what can we do and what do we not want to do," Schmollinger told Car Sales. "So there is opportunity out there."

An uncamouflaged prototype has been caught winter testing in Scandinavia, revealing that the design of the UrbanRebel concept has made it to production largely intact.

Its scowling triangular headlights remain, for instance, as does its swooping roofline and split C-pillar treatment.

It's notably longer than that concept appeared, though, and has a more conventional rear light bar.

A bold, diffuser-like rear end treatment can also be seen buried under a blanket of snow and ice.

It's unclear whether the prototype’s small wheels are those that will be fitted to an entry-level model or whether they have simply been used with winter tyres for use in the snowy conditions.

The Raval is underpinned by the new + variant of the Volkswagen Group’s MEB electric car platform, also used by the Volkswagen ID Polo, Volkswagen ID Cross and Skoda Epiq.

It employs a single, front-mounted motor with a battery pack mounted under the floor between its axles. Two packs will be offered, with capacities of 38Wh and 56kWh, the latter giving a range of around 280 miles.

Autocar has already driven the range-topping VZ hot hatch, which has a 223bhp motor and a limited-slip differential, plus specially tuned adaptive suspension. A 208bhp Raval without a limited-slip differential will also be offered.

Its price tag will make it the most affordable Cupra model yet and positions it as a strong competitor for the likes of the Renault 5, MG 4 EV Urban and Peugeot e-208.

The Volkswagen Group will focus its electric efforts on superminis through 2026; and the Cupra Raval is the first - and most important - of all of them

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A heavily camouflaged prototype has now been photographed on public roads near the Maranello factory, and it does not look like the Speciale. It looks like the 296 Challenge race car, except with number plates, parking sensors, standard glass side windows, and a cabin that has not been stripped out for competition. There is only one category of vehicle that Ferrari tests on public roads: cars it intends to sell to the public.

The name being circulated is 296 Challenge Stradale. Stradale means road. The name has not been used since the 360 Challenge Stradale of 2003, which remains one of the most celebrated Ferraris of the modern era. Ferrari is not in the habit of reviving names carelessly.

What the Prototype Shows

The spy images, first published by the Derek.Photography Instagram channel and subsequently reported by Motor1, CarBuzz and Autoblog, show a car that borrows heavily from the 296 Challenge race car launched in late 2023, but with several details that make no sense on a pure competition vehicle.

The massive swan-neck rear wing is directly derived from the race car. The vented bonnet is new and not shared with any existing 296 variant. The front bumper is a new design, more aggressive than the Speciale's but not seen on the GTB, Challenge, or GT3. At the rear, dual exhaust tips sit within a perforated mesh fascia that reads as motorsport-derived.

Then there are the details that confirm road car intent. Number plates, front and rear. Parking sensors. Road-legal treaded tyres on what appears to be a new wheel design. A standard interior rather than the stripped rollcage configuration of the race car. The 296 Challenge Evo, a competition update of the track-only model, uses polycarbonate side windows. This prototype has regular glass. A race car being developed for the track does not need parking sensors. Ferrari is not doing this by accident.

The Powertrain Question

This is where it gets interesting, and where the rumours diverge from Ferrari's established 296 formula.

The standard 296 GTB produces 663 horsepower from its V6 alone, rising to 830 horsepower total with the hybrid system. The 296 Speciale takes that to 690 horsepower from the V6 and 858 horsepower in combined output. Both are electrified. The 296 Challenge race car, by contrast, produces 690 horsepower from a pure V6 configuration with no hybrid components, weighing just 1,330 kilograms as a result.

According to both the photographer who captured the prototype and reporting by The Supercar Blog, this new model may drop the hybrid system entirely, making it the first non-electrified road-going 296. The V6 in the Speciale already uses forged pistons and a titanium crankshaft taken from Ferrari's F80 hypercar. In a lighter, hybrid-free configuration tuned specifically for this car, output could land somewhere around 700 horsepower, with total weight likely falling between the race car's 1,330 kilograms and the Speciale's 1,410 kilograms dry.

The Daytona SP3 precedent is relevant here. That car used a naturally aspirated V12 without hybrid assistance, and collectors received the absence of electrification not as a compromise but as a feature. A combustion-only 296 would carry the same logic: purer, lighter, and in an era where Ferrari is actively moving toward electrification with the Luce EV, potentially one of the last of its kind. That last-of-its-kind quality has historically made Ferrari special editions impossible to acquire and immediately valuable on the secondary market.

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What It Will Cost and Who Will Get One

The 296 Speciale starts at $475,364 in the United States. A Challenge Stradale, rarer and more extreme, will sit above that. The figure being discussed across multiple outlets is north of $500,000. Ferrari has not disclosed production volumes for the Speciale, and a Challenge Stradale would almost certainly be produced in smaller numbers still. Ferrari's established pattern with these cars is to allocate them to its most loyal and highest-spending clients first, with the result that public availability is essentially theoretical.

Ferrari's 2026 model calendar is significant context. The company's headline reveal this year is the Luce, its first fully electric car, featuring an interior co-designed by Jony Ive, the designer responsible for the iPhone and the iMac. But Ferrari has plans for additional reveals beyond the Luce, and the Challenge Stradale is widely expected to be among them. The timing most frequently cited is Finali Mondiali, Ferrari's annual season-closing motorsport celebration, scheduled for Barcelona in mid-November, with customer deliveries beginning in 2027.

Ferrari confirmed in its full-year 2025 results presentation that it launched six new models during 2025. It made no specific forward commitment to a fixed number of reveals in 2026, though the pipeline of new products is clearly active. One of the more notable recent releases was the Ferrari SC40, a one-off commission revealed in October 2025 drawing visual inspiration from the F40 but based on the 296 platform, demonstrating how productively the 296 architecture is being exploited beyond its standard variants.

The Bigger Picture

The timing of the 296 Challenge Stradale prototypes appearing on the roads outside Maranello matters beyond the car itself. Ferrari is weeks away from unveiling its first EV. The Luce will be the most significant product departure in the company's history, the first time the prancing horse has put a fully electric car into production. Against that backdrop, the sight of a raw, potentially hybrid-free, race-derived V6 special edition testing on Italian country roads sends a message Ferrari's most traditional customers will receive clearly.

The combustion era is not over at Maranello. It is, if anything, being celebrated more deliberately as its window narrows. The Challenge Stradale, if the prototype becomes the production car the evidence suggests it will, is Ferrari making a specific argument about what it stands for at a moment when that argument needs making.

The 360 Challenge Stradale of 2003 is now regarded as one of the defining Ferraris of its generation. Whether its 296 successor earns the same status will depend on what Ferrari does with the powertrain question and how the car feels in the hands of the people lucky enough to reach the front of the allocation list. On the evidence of the prototype, it at least looks the part.

Sources: Motor1, CarBuzz, Autoblog, The Supercar Blog, CARmag. Spy photographs by Derek.Photography. All analysis and editorial commentary is original. Ferrari has made no official statement on this vehicle.

• Lancia’s flagship crossover was spotted in winter tests.
• New Gamma will offer electric, mild-hybrid, and PHEV options.
• It will be built in Melfi, Italy, alongside the DS No8.

Stellantis’ grand Lancia revival, or as they called it, ‘Renaissance’, has not exactly burst out of the gates. The new Ypsilon subcompact hatchback has struggled to gain momentum, which is not quite a surprise. Still, phase two is already taking shape, and it brings with it a familiar name. The Lancia Gamma is coming back.

More: Lancia HF Integrale Returns With White Wheels And Something To Prove

This time, it arrives as an electrified crossover, and our spies have spotted a prototype for the first time during winter testing. The test car reveals enough to give us a better sense of what to expect ahead of its official debut later this year.

Unlike the original Gamma, which was offered from 1976 through 1984 as a fastback saloon and coupe, the new model takes a very different route. It is now a crossover, effectively the Italian sibling to France’s DS No8. From the spy shots, the Gamma appears more upright than the DS, leaning closer to coupe-SUV territory than to a traditional crossover.

Design Direction Takes Shape

At the front, expect familiar cues borrowed from the smaller Ypsilon. The split LED headlight layout looks set to return, joined by an illuminated T-shaped grille that, intentionally or not, brings to mind a Mandalorian helmet. Down below, the lower bumper intake has a clean, contemporary design and seems to incorporate active shutters flanking an ADAS sensor.

Down the sides, the surfacing closely mirrors the DS, right down to the door handles and mirror caps, though the Gamma appears to get slightly larger windows. The wheels look modest in size, which is usually a giveaway that this is not the upcoming HF performance version.

More: One Lancia Ypsilon HF Is Fast The Other Just Pretends

At the rear, heavy camouflage does its best to hide the details, but you can still make out the coupe-style rear glass flowing into what seems to be an integrated spoiler. An official teaser released in late 2024 indicates that the full-width LED taillights will adopt a T-shaped lighting signature, directing your eye toward the Gamma lettering across the sculpted tailgate. There are no visible tailpipes beneath the diffuser, reinforcing the likelihood that this particular prototype is fully electric.

Inside, expect a mix of premium and sustainable materials, along with Lancia’s signature “tavolino,” a mini round coffee-table integrated into the center console. The digital setup should include a 10.25-inch instrument cluster paired with a 16-inch infotainment display running the Lancia SALA system.

A Broader Powertrain Mix

Like the DS No8, the Lancia Gamma will sit on Stellantis’ STLA Medium platform and roll out of the Melfi plant in Italy. Both models were originally pitched as fully electric, but Stellantis has since recalibrated. Mild-hybrid and plug-in hybrid options are now part of the plan.

More: Stellantis Bet Big On EVs, Now It’s Betting On The Engine Europe Wrote Off

Looking at what Stellantis already has on the shelf, we can speculate on the powertrain lineup. The entry-level Gamma is expected to be powered by a turbocharged 1.2-liter mild-hybrid unit generating 143 hp (107 kW / 145 PS). At the opposite end, the Gamma HF could pack dual electric motors delivering up to 370 hp (276 kW / 375 PS), complete with AWD.

In terms of range, the larger 97 kWh battery pack could allow the Gamma to cover up to 435 miles (700 km) between charging stops.

Lancia has confirmed the new Gamma will arrive in 2026, so expect a steady drip of details over the coming months. It will later be joined by a new Lancia Delta in 2028, rounding out a three-model lineup for the revived Italian brand.

Thanos Pappas

Associate Editor

Thanos Pappas, a product design engineer by trade, has been wading through automotive journalism for... Read full bio

• The fuel cap on the driver's side confirms it's a PHEV.
• A high-voltage yellow sticker also denotes an electrified powertrain.
• Audi is likely to keep the V8 and bring back the RS6 Sedan

Hot on the heels of the new RS5 Avant’s reveal, Audi has been spotted putting the finishing touches on its bigger brother. The RS6 wagon looks nearly ready to shed its disguise and reveal those bulging wheel arches, complete with front-fender vents inherited from the previous-generation RS6 GT. At the back, the oval exhaust tips appear larger than ever and sit closer together.

But the most important change is hiding in plain sight. The fuel cap on the driver-side rear fender confirms the next-generation RS6 will adopt a plug-in hybrid powertrain. Audi’s regular A6 Avant E-Hybrid features a charging port in the same location, used to replenish a battery pack with a usable 20.7-kWh capacity.

While it’s too soon to say whether the Audi Sport version will use the same battery, it’s worth noting that the RS5 Avant offers a 22-kWh net capacity. That’s despite the smaller RS-badged wagon sharing the same 25.9-kWh gross capacity as the A5 Avant hybrid. In the RS5, that electric energy delivers up to 52 miles (84 kilometers) of city driving.

Aside from the charging port, the test car shows another telltale sign it’s a plug-in hybrid. The yellow high-voltage stickers are mandatory at the Nürburgring so safety workers know the vehicle has a high-voltage electrical system in case something goes wrong. The Toyota GR GT wore the same markings ahead of its official debut, confirming a hybrid powertrain built around a V8.

Speaking of an eight-cylinder engine, the new RS6 is expected to retain the V8 in a twin-turbocharged 4.0-liter configuration. The VW Group already offers eight-cylinder PHEVs for Lamborghini, Bentley, and Porsche, and it appears Audi is next in line to pair a V8 with an electric motor. With the RS5 already producing a combined 630 hp, it’s reasonable to expect well over 700 hp, given the bigger gas engine.

The RS6 Avant will go head-to-head with the BMW M5 Touring, another plug-in hybrid V8 performance wagon. Munich’s electrified all-rounder delivers a total system output of 717 hp, although its combustion engine was recently detuned in Europe to meet stricter emissions regulations. BMW offset the reduction in ICE output by upgrading the electric motor, maintaining the same combined figure as before.

With the RS6 being larger and packing a bigger engine, it will almost certainly outweigh its smaller sibling. It remains to be seen whether it will surpass the M5 Touring, which weighs 5,456 lbs (2,475 kg) in European specification.

Much like the RS5, which is also sold as a sedan (technically a five-door liftback), Audi will offer an RS6 Sedan. It’s been more than 15 years since the Four Rings last sold a four-door RS6, and its return is welcome news. The new RS6 is expected to debut later this year, although it’s unclear whether the sedan will launch alongside the wagon.

Motor1's Take: Even under full-body camouflage, the new RS6 already looks immensely desirable, with its flared fenders and massive exhaust tips. It should command even more presence than the RS5 Avant for buyers willing to pay what will undoubtedly be a steep premium. The smaller RS wagon already starts at €107,850 in Germany, before options.

Whether deep-pocketed enthusiasts will embrace the complex V8 hybrid setup, and the added weight that comes with it, remains to be seen. The electrified powertrain is a necessity, with the Euro 7 standard fast approaching; sticking with a mild-hybrid V8 is no longer enough.

Caught winter testing ahead of its unveiling later this year, the Gamma evidently draws on the Lancia Ypsilon supermini in its design, with Y-shaped grille decoration and low-set headlights.

The Gamma is large and rakish SUV, in a similar vein to the Cupra Tavascan and Ford Capri EVs.

Like other models based on the STLA Medium platform, it will offer a mix of pure-combustion, hybrid and electric powertrains. This prototype, according to Autocar’s spy photographer, is an EV.

Lancia CEO Luca Napolitano previously said the Gamma “represents a milestone in our journey towards the future”, standing for “innovation, style and a relentless pursuit of excellence”. 

Stellantis relaunched Lancia in 2022 with the Pu+Ra Zero concept, but no plans for UK sales have been detailed.

The Italian brand has limited cachet here, having left the market back in 1994, so a return seems unlikely.

The Gamma will prove crucial in securing Lancia's future in Europe, given it has struggled to build much traction with the Ypsilon.

According to data from European industry body the ACEA, it sold 11,747 cars in the region last year, a drop of 64% compared with 2024. 

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Instead, Ford has simply soldiered on with more minor, year-over-year enhancements—and that’s expected to be the norm until the Bronco is replaced with an entirely new model—likely near the end of the decade. Automotive News hinted at this last summer when it published a Ford brand update that stopped shy of confirming it outright. Now, Ford has done that for us.

“It’s been a lot more incremental.” Bronco engineer and development driver Seth Goslawski told The Drive in an exclusive, one-on-one interview. “I want to call it smaller stuff but, you know, in ’25 model year we we changed a lot in the interior where you have the all digital cluster now. You have the rear HVAC for the automatic transmissions—and that was all direct customer feedback that came back,” he told us.

That strategy has gone hand-in-hand with the company’s racing efforts. Since 2021, Ford engineers have been secretly testing new Bronco upgrades at the NORRA Mexican 1000 in Baja—a classic off-road endurance rally with a low barrier to entry for factory vehicles.

This has given Ford carte blanche to develop suspension and powertrain upgrades in an environment more extreme than the vast majority of its customer trucks will ever see. Some of those upgrades have been higher profile than others, and Goslawski says Ford has one of those in store for the 2027 model year, promising us that it will be “obvious.”

“So yeah, there’s been incremental changes every year—some larger than others,” he said.

Naturally, we asked whether that would remain the case until it’s time to tear the whole thing down and redesign it from the ground up—and Goslawski confirmed it in no uncertain terms—twice, in fact:

“Yeah. Yep,” he said.

In Ford’s defense, sales have been strong and getting stronger. Even if it hasn’t yet dethroned Wrangler, its presence has shifted the market significantly. Why mess with a good thing?

With this strategy, the Bronco is bucking a larger industry trend, but Ford had an existing role model in Wrangler. Jeep’s 4×4 likewise enjoys long product product cycles with mostly incremental changes. There have been exceptions, but broadly speaking, until Ford revived the Bronco, Jeep was largely content with slow-rolling the Wrangler’s development. With the Bronco’s reintroduction, Jeep got itself into gear.

Competition betters the breed, as the saying goes.

Got a news tip? Let us know at tips@thedrive.com!

Byron is an editor at The Drive with a keen eye for infrastructure, sales and regulatory stories.

• Audi’s upcoming A2 e-tron has been snapped inside and out.
• The BMW iX1-sized SUV has a widescreen digital dashboard.
• MEB platform from Q4 e-tron could give 350+ miles of range.

We’ve seen the outside of the upcoming Audi A2 e-tron plenty of times, but now we finally get a peek inside. And surprise, it looks like Audi raided the new Q3 parts bin for its smallest EV, a car that’s retro in name, but definitely not in nature.

The spy shot reveals a clean, tech-forward cabin that mirrors the latest Audi Q3 revealed last September. There’s the familiar curved digital driver display flowing neatly into a central MMI touchscreen, plus Audi’s chunky, squared-off steering wheel with multi-function controls.

More: Audi’s Updated Q4 Is Coming With Changes You Won’t See At First

Even the controversial new-style column stalks look lifted straight from the Q3, having initially made their debut on the A5 sedan and wagon.

If anything, it confirms Audi isn’t treating this as a bargain basement EV. The A2 e-tron might be the baby of the lineup, but inside it still looks properly premium. Expect configurable ambient lighting, sustainable trim options, and Audi’s latest AI-based voice assistant with app integration and streaming services. Level 2 driver assistance tech should also be on the menu.

Older platform

Underneath, it rides on Volkswagen Group’s familiar 400-volt MEB platform used on countless VW Group models like the VW ID.3 and ID.4 and Audi’s own Q4 e-tron. Single-motor MEB cars are rear-wheel drive, but dual-motor quattro variants will also be available, and yes, whispers of an A2 RS version are already doing the rounds.

The base version is tipped to pack a single front-mounted motor producing 201 hp (204 PS / 150 kW), fed by a 63 kWh battery delivering around 250 miles (402 km) of range. Step up the ladder and single-motor outputs could climb past 268 hp (272 PS / 200 kW), with a larger battery offering up to 348 miles (560 km) on the WLTP cycle, and maybe more.

Modern Classic

The A2 name, as you probably know, is a throwback. The original Audi A2 was an aluminium spaceframe oddball that ran from 1999 to 2005 and never really sold in huge numbers, but later gained cult status. Audi skipped the obvious Q2 badge choice this time, reviving A2 instead, reports say, betting on nostalgia with a modern e-tron twist.

Design-wise, the exterior looks noticeably different from the bigger Q4 e-tron, as seen in our recent artist impression. There’s a nod to the original A2 with its upright stance and that split-style rear glass effect, but it’s sharper, wider and more assertive.

Slim daytime running lights sit high, the main lamps are lower in the bumper, and the closed-off grille gives it a confident EV face.

The A2 will effectively replace both the gas-powered A1 hatch and Q2 SUV in Europe, and slot beneath the Q4 e-tron. Key rivals include the Volvo EX30, BMW iX1, Smart #1, Alfa Romeo Junior, and Mini Aceman, so prices should start south of €35,000 (£31,000 / $41,000 ) when sales start next year.

Chris Chilton

Senior Editor

Chris is a seasoned automotive journalist with over two decades of experience. He has worked... Read full bio

Mercedes has announced new details about its posh new MPV, the VLE, including that it will be available with four-wheel steering, making it one of the first van-based models to get the innovation.

The VLE is the replacement for the EQV and V-Class, the long-respected choice for celebrities looking to sneak around under the radar and for posh airport transfers, with Mercedes borrowing lots of tech from its passenger cars for this new van-based people carrier.

One of the top innovations is its rear-axle steering, with the back wheels able to turn by seven degrees. It reduces the kerb-to-kerb turning circle to 10.9m, matching that of a Mercedes CLA and smaller than a Volkswagen Golf. A more direct steering ratio on the front axle also means fewer steering wheel turns for manoeuvres – something we’ve been able to put to the test by driving a prototype VLE around a car park. It’s impressive, squeezing in gaps where you’d never expect something of this size to be able to go.

It’s the latest development in the build up to the VLE’s reveal next month, and Mercedes has really been putting it through its paces.

Last year it demonstrated the VLE’s impressive electric range and charging speeds by driving across the Alps from Stuttgart to Rome. Nothing particularly unusual in that when there’s a prototype to validate. But what’s notable here is Mercedes’ claim that the journey was completed with just two 15-minute charging stops.

To save you looking at Google Maps, it’s 1090km (677 miles) from Stuttgart to Rome, with long stretches of motorways and mountain passes. Mercedes produces some of the longest-range EVs on the market, the top-grade EQS having a WLTP range of up to 481 miles.

The results of this test suggest the VLE will have best-in-sector range by some margin – the current Mercedes EQV manages 222 miles, the Ford E-Tourneo Custom runs out at 190 miles. Mercedes has also now confirmed the electric VLE will be equipped with a huge 115kWh battery, which we expect to give it a range of around 400 miles based on the German firm’s push to make considerably more efficient EVs in recent years.

The VLE is based on Mercedes’ modular Van Architecture electric platform and there will be two MPVs spun off from it, which Mercedes has dubbed Grand Limousines. The VLE seen here is the more everyday option with seats for up to eight people, aimed at families and airport shuttle services. There will also be the VLS, an ultra-luxe version that will probably be mostly used by VIPs who prefer getting into the back of a vehicle through sliding doors.

Undisguised, the VLE/VLS will likely look like a toned-down version of the Vision V concept (pictured above) that was unveiled in April 2025. The images of the prototype suggest its front end is a similar shape, but the sides appear less rounded. We haven’t seen any images of the VLE’s interior yet, but will update this story as we know more.

Graham King is a Senior Staff Writer on the Bauer Automotive Digital Hub, working across CAR and Parkers

With contributions from

Ted Welford New Cars Editor

By Graham King and Ted Welford

• Jony Ive admits anxiety before the Luce’s big reveal.
• Ferrari’s first EV pursues a singular, radical design.
• It debuts in May ahead of its planned 2028 launch.

Ferrari is no stranger to controversy, and it rarely shies away from it either. Its upcoming all-electric Luce could turn out to be the most polarizing project yet. The man behind the design, Jony Ive, Apple’s former design chief who shaped the iPhone and several other era-defining products, admits he is feeling the pressure.

That seems like a perfectly reasonable response with a historic unveiling just two months away, especially when you are tasked with redefining what a Ferrari is supposed to be in the modern era.

More: Ferrari’s Luce EV Has A Glass Key And Buttons That Click Like A Rifle Bolt

This isn’t just another EV launch after all. It is Ferrari, a brand built on racing at the highest levels and on exciting V12 supercars, sometimes only obtainable through wild buying rituals, and now venturing into the silent world of EVs.

A Defining Electric Debut

Calling it a big deal would be a massive understatement, which is probably why Ferrari hired Ive and fellow designer Marc Newson for the task of shaping the Luce.

The exterior, in fact, has been penned by LoveFrom, the design house founded by Ive and Australian designer Newson, which makes this less a routine Ferrari project and more a collision between Maranello and Silicon Valley minimalism.

Speaking to Autocar, Ive openly admitted that he’s “anxious” about revealing the car to the world. It’s not concern over the design itself that sparks that feeling, but instead the gravity of just how big this moment is for Ferrari. He called it “still clearly a Ferrari,” but went on to say that “It’s a different manifestation based on some of the beliefs around simplicity and the inherent beauty of something.”

On the flip side, his co-designer, Newson, highlighted the freedom offered with such a project. “One of the great and serendipitous sort of things is that this is an electric vehicle, the first electric Ferrari, right? So that afforded us a degree of freedom that perhaps we would otherwise have not had: literal physical freedom or creative freedom… on many levels here,” he said.

Inside The Luce Philosophy

At this stage, we’ve already seen official bits of the interior. The brand unveiled the dash earlier this month. It’s quite the departure from other modern Ferraris. That’s key because Ive and Newson say that the entire car has a “consistency and a singularity” about it.

Ive has also stressed that there is “no disconnection” between the exterior and interior, noting that both were designed simultaneously rather than by separate departments. In his view, that approach results in a complete package that feels cohesive rather than pieced together.

What we also know so far is that the Luce will be a four-door, four-seat GT with a ride height similar to the Purosangue, and that it will feature a 1000hp four-motor powertrain. Ive has hinted that the car will be “big” in its proportions and just as radical on the outside as it is within.

Will The Luce Use Rear-Hinged Doors?

To that end, we wonder if the exterior will be far more retro-futurist than previously expected. While Ive was talking about the new Luce, our spies caught another heavily disguised prototype undergoing testing in northern Sweden this week.

Like earlier Luce testers, this one was wrapped in makeshift panels from top to bottom, making it extremely difficult to interpret what is happening underneath beyond a general sense of its proportions and size.

One detail our photographers did catch appears to be a set of door handles, circled in red, positioned just under the B-column in the middle section. According to our photographer, the Luce may be using suicide-style rear doors that open toward the front of the vehicle, similar to the Purosangue. This has not been officially confirmed, and it could just as easily be Ferrari engaging in a bit of cheeky misdirection.

• New spy shots suggest Ferrari is working on a road-going 296 Challenge.
• The Challenge Stradale would be the ultimate 296.
• It might be one of the five cars Ferrari will show this year.

While we’re patiently waiting for Ferrari to unveil the electric Luce, something exciting is brewing for the engine-loving crowd. A camouflaged prototype that looks like a race car for the road has been spotted roaming public streets, suggesting a hardcore special edition is on the way. At first glance, it resembles an update to the 296 Challenge launched in late 2023, but why would Ferrari test a race car on public roads, complete with a license plate?

A 296 Challenge Evo would also feature polycarbonate side windows instead of regular glass. From what we can tell, this prototype appears to have a standard interior rather than the stripped-out cabin of the track-only racer. The wheels are different as well, and they’re certainly not wrapped in racing slicks like the Challenge.

Eagle-eyed observers will notice the front parking sensors and the absence of quick-release hood latches. Ferrari has fitted a new front bumper not seen on the GTB, Speciale, or Challenge, while the rear, complete with dual exhaust tips and see-through mesh, is more in line with the race car than the street-legal 296 models. Although the test vehicle spotted by Derek Photography is heavily camouflaged, the massive rear wing, seemingly lifted straight from the race car, is impossible to disguise.

All signs point to this being a 296 Challenge Stradale, positioned as an even more enthusiast-focused version than last year’s Speciale. If that’s the case, the real highlight will be the powertrain. Should it follow the race car’s formula, the road-legal model could ditch the hybrid components in favor of a pure V6 setup to shed extra weight.

The 296 Challenge has a dry weight of just 2,932 pounds (1,330 kilograms), while a 296 Speciale tips the scales at 3,108 pounds (1,410 kilograms) before fluids. A street-legal Challenge would likely land somewhere in between, as it’s hard to imagine Ferrari matching the race car’s low weight, given the safety and regulatory requirements a production vehicle must meet.

In race-spec form, the twin-turbocharged 3.0-liter V6 produces 690 horsepower and 546 pound-feet (740 Newton-meters) of torque. In the still-fresh Speciale, output remains at 690 hp, but torque climbs slightly to 557 lb-ft (755 Nm).

If this truly is a 296 Challenge Stradale, expect the price to sail past $500,000. A base 296 Speciale already starts at $475,364 in the United States. While Maranello hasn’t disclosed production numbers for the Speciale, logic suggests a Challenge Stradale would be even rarer. Factor in the added exclusivity, and this promises to be one very expensive horse breed.

Motor1's Take: We may not have to wait long to see the car without camouflage. Beyond the upcoming Luce EV, Ferrari has four additional new model debuts planned for 2026. Some reports suggest a world premiere could take place during the Finali Mondiali event in mid-November, with deliveries beginning next year.

Even if Ferrari’s EV is just months away from its official reveal, it’s reassuring to see the company remain committed to the good ol' combustion engine. If the 296 Challenge Stradale turns out to be V6-only, collectors will likely snap them up instantly. Who knows when (and if) we’ll see another six-cylinder Ferrari that skips electrification altogether?

Your exclusive look at future cars and secret prototypes, straight from our spy photographer.

Believe it or not the BMW M5 Touring arrived in the U.S. just over a year ago. Time flies when you’re having fun in what used to be forbidden fruit.

Now, an updated 2028 BMW M5 Touring has started undergoing cold-weather testing in the arctic region as the German automaker prepares the first round of updates to the plug-in hybrid wagon.

The current M5 Touring marked the first time in history the wagon iteration of the nameplate came across the Atlantic in an official capacity. Enthusiasts have responded in what BMW’s described as a surprising amount of sales and enthusiasm.

It’ll take a close eye, and probably a true enthusiast, to spot the updates to the upcoming M5 Touring. The camouflage is doing its job here, but there are clearly revised headlights, a tweaked grille design, and possibly some small updates to the lower front bumper design.

The rear end sports updated taillights and the trademark M-specific quad exhaust tips. The bumper is camo-covered and might sport mild tweaks, but expect a similar design to today’s wagon.

The M5 Touring is a plug-in hybrid superwagon with a 4.4-liter twin-turbo V8 paired with an electric motor and 14.8-kWh battery pack for a combined 717 horsepower and 738 lb-ft of torque. That battery pack enables about 25 miles of electric-only driving range, according to BMW. At most the powertrain might get some revisions to squeeze out a bit more power and or efficiency, but don’t expect this 5,530-pound M car to lose meaningful weight with the upcoming refresh. Though, it could use a diet.

Production of the 2028 BMW M5 Touring is expected to kick off in the summer of 2027.

Got a tip? See something? Drop us a line at tips@thedrive.com

As Director of Content and Product, Joel draws on over 15 years of newsroom experience and inability to actually stop working to help ensure The Drive shapes the future of automotive media. He’s also a World Car Award juror.

• BMW is working on a facelifted M5 Touring for 2027.
• New front end incorporates a mid-mounted intake.
• Automaker recently tweaked V8 to meet Euro 7 standards.

Spy photographers have snapped the facelifted BMW M5 on multiple occasions and now they’ve gotten a glimpse of its wagon counterpart. Like the sedan, it’s getting a Neue Klasse-inspired makeover to keep things fresh.

While earlier prototypes suggested the car would adopt a grille and headlight treatment that echoes the i3 and iX3, this version looks more evolutionary. However, this is likely due to the disguise, which has twin kidney cutouts.

More: BMW’s First Neue Klasse Sedan Is One Big Step Closer To Your Driveway

Regardless, a closer inspection reveals a new mid-mounted intake and a large lower opening. The latter appears to mimic the current model, but details have been revamped and there appears to be a larger central support.

The rest of the design largely carries over, although the rear end is effectively camouflaged by snow. That’s unfortunate, but previous sedan prototypes have implied changes will be relatively minor and include an updated bumper and diffuser treatment.

The changes will likely continue inside with an all-new Panoramic iDrive display that sits at the base of the windshield. The pillar-to-pillar screen should be joined by a new 17.9-inch infotainment system running Operating System X.

Powertrain updates could be relatively minor as BMW recently announced an assortment of changes to ensure the current M5 complies with Euro 7 emission standards.

Starting in March this year, models in EU member states and other markets that follow EU emissions rules will adopt the Miller combustion process and feature an improved exhaust treatment system. They will also receive optimized engine control software aimed at reducing emissions and improving efficiency.

As a result, output from the twin-turbo 4.4-liter V8 drops from 577 hp (585 PS) to 537 hp (544 PS), a reduction of 40 hp (30 kW / 41 PS). BMW has not confirmed whether torque changes from the previous 553 lb-ft (750 Nm).

Despite the lower V8 figure, the car’s combined system output remains unchanged at 717 hp (535 kW / 727 PS), with the difference covered through software optimization of the electric drive rather than hardware changes.