The next generation of the BMW 3 Series powered by internal combustion engines (ICE) is entering the final phase of series production development, with camouflaged prototypes completing testing at BMW Group’s proving grounds in southern France.

A technology-open drive system concept is a key feature of the new BMW 3 Series. Alongside the fully electric BMW i3, which celebrated its design premiere in March 2026, there will be a line-up of new BMW 3 Series models with four- and six-cylinder engines. The power units are “extremely efficient”, the auto maker said, and have 48V mild hybrid technology.

The new BMW 3 Series is undergoing a final round of driving dynamics testing at the BMW Group’s test centre near Miramas in southern France. The facility offers a range of track types, from a high-speed oval to handling courses, as well as different road surfaces, enabling engineers to assess and optimize the vehicle’s driving behavior. Before arriving in Miramas, the new 3 Series had already completed an extensive testing program, including trials at the BMW Group’s winter testing center in Arjeplog, Sweden, and on the Nürburgring in Germany.

“The BMW 3 Series has set standards for driving dynamics for several decades now, and thus serves as a symbol of ‘sheer driving pleasure’,” explained Dr Mihiar Ayoubi, senior vice president – driving experience development, BMW.

“With the new generation, we are building on this strength once again through the perfect interplay of chassis hardware and a continuously optimized and intelligent BMW Driving Stack. In this way, we are elevating the driving experience in the new BMW 3 Series to a new level – precise, assured und unmistakably BMW.”

Six-cylinder engine 

The BMW M350 xDrive is the performance variant of the new BMW 3 Series range, and has an internal combustion engine – a 3.0-liter BMW TwinPower Turbo six-cylinder in-line developing 326kW/443hp.

It is the only 3 Series variant offered with a six-cylinder engine and features specific chassis tuning, increased torsional and vertical stiffness, an 8-speed Steptronic transmission and BMW xDrive all-wheel drive. Like the four-cylinder models, it uses 48V mild-hybrid technology. Adaptive M suspension, an M Sport differential and variable sport steering are fitted as standard. The M350 xDrive accelerates from 0-100 km/h (62mph) in 4.1 seconds.

The BMW M350 xDrive will introduce a Drift Moment function during 2027, enabling drive from the engine to be directed entirely to the rear wheels when activated via the central display. Combined with M-specific control of the multidisc clutch and DSC switched off, the function enables rear-wheel-drive drift behavior.

Chassis development

The new BMW 3 Series combines near-even weight distribution between the axles with a longer wheelbase and wider front and rear tracks. Digital driving dynamics systems are integrated across the vehicle, with updates including an upgraded integrated braking system and revised steering ratio aimed at improving handling precision.

It has a double-joint spring strut front axle and a five-link rear axle, while anti-roll bar mounts with high preload on both axles improve roll control and stabilization.

The intelligent BMW driving stack

The new BMW 3 Series features model-specific chassis and control systems adapted to each drive system, alongside a newly developed electronics and software architecture. At its core is the BMW Driving Stack, an integrated hardware and software system that coordinates driving-related functions across the vehicle.

In the fully electric BMW i3, the Heart of Joy central computer works with the BMW Dynamic Performance Control Driving Stack to manage the vehicle’s driving dynamics. Developed for BMW’s sixth-generation electric drive architecture, the system coordinates driving-related functions across the vehicle. The ICE models use an optimized BMW Driving Stack tailored to their drive system, with transverse dynamics management integrating agility-related functions including the all-wheel-drive system. Stabilization and engine management remain distributed across specialized control units, building on BMW’s existing control architecture.

Both Driving Stacks are tailored to their respective drive systems, with future BMW 3 Series variants set to use driving dynamics management systems configured for their specific powertrain.

Related news, BMW iX5 Hydrogen enters next development phase ahead of series production

Mercedes-AMG has revealed the CLE 646 Spezialanfertigung and said that development of the vehicle focused on driving dynamics, combining a 646hp (475kW) V8 biturbo engine with rear-wheel drive, reduced weight and a chassis tuned for precision. A wide-body design with wider tracks, carbon-fiber components and dedicated aerodynamic elements is intended to improve its dynamic performance.

“For me, the Mercedes‑AMG CLE 646 Spezialanfertigung represents the very essence of AMG,” said Dr Stefan Weckbach, chairman of the management board of Mercedes‑AMG and head of the Mercedes‑Benz G‑Class and Mercedes‑Maybach business units. “This vehicle came to life because highly rational engineers dreamed of a highly irrational car. We turned that dream into reality in the form of maximum driving dynamics and an unparalleled driving experience.”

Driving dynamics as the development mission

The project was driven by the AMG engineering team. A small group initially built a prototype, with the aim of developing the vehicle as a complete performance system rather than applying a series of individual upgrades or creating a conventional special edition.

The current Mercedes-AMG CLE Coupé provides the technical foundation. Compared with the standard vehicle, weight was reduced by around 170kg, while the bodyshell also underwent extensive modifications. The resulting comprehensive rebuild, carried out to Affalterbach manufactory standards, forms the basis for the Spezialanfertigung designation.

AMG 4.0‑liter V8 biturbo engine with 646hp

At the heart of the CLE 646 Spezialanfertigung is an enhanced AMG M177 EVO 4.0‑liter V8 biturbo engine, with an output of 646hp (475kW). Maximum torque stands at 850Nm and is available across a broad engine speed range from 2,500 to 4,500rpm.

To ensure thermal stability even under extreme loads, the V8 engine features three separate cooling circuits: a high-temperature circuit for the engine itself, and two low-temperature circuits for charge-air and transmission-oil cooling as well as the 48V components. In the Mercedes‑AMG CLE 646 Spezialanfertigung, these systems have been enhanced to meet the demands of an exceptionally challenging operating profile, ranging from intensive racetrack use to very high ambient temperatures.

The characteristic V8 soundtrack is amplified by a bespoke high-performance exhaust system.

From all-wheel drive to rear-wheel drive

The AMG Performance 4MATIC+ drivetrain system of the donor vehicle has been removed entirely, with the CLE 646 Spezialanfertigung transmitting its power exclusively to the rear axle. The switch to rear-wheel drive reduces weight while fundamentally altering the car’s dynamic character. An electronically controlled limited-slip rear differential optimizes torque distribution between the rear wheels through variable locking action as required. This enhances traction, driving stability and overall vehicle dynamics. Under suitable driving conditions, it can also support controlled drifting.

Short shift times

The standard AMG Speedshift TCT 9G transmission combines efficiency with dynamic performance. When required, the torque-converter transmission can execute multiple downshifts in rapid succession to access the engine’s full performance almost instantaneously.

The Mercedes‑AMG CLE 646 Spezialanfertigung’s Launch Control system has been adapted to the rear-wheel-drive layout. The new Mythos model accelerates from a standstill to 200km/h in 11.4 seconds. Top speed is 310km/h.

Purpose-developed steel coilover suspension for precise handling

The suspension has likewise been optimized. It features a steel coilover suspension system jointly developed by Mercedes‑AMG and KW Automotive. The setup enables exceptionally precise tuning to suit driving style, circuit characteristics, individual preferences and intended use.

At the heart of the suspension is four-way-adjustable damper technology with independently configurable low-speed and high-speed rebound and compression settings.

AMG ceramic high-performance composite braking system

The AMG ceramic high-performance composite braking system is engineered for extreme loads and delivers consistently high braking performance, even during intensive racetrack use. An integral part of the system is a specially developed brake-cooling concept tailored to the Mercedes‑AMG CLE 646 Spezialanfertigung. Large air intakes in the front bumper and dedicated airflow-guiding elements significantly improve heat dissipation.

At the front axle, internally ventilated and perforated ceramic brake discs measuring 420 x 40mm are paired with six-piston fixed calipers and long-fiber technology. At the rear axle, internally ventilated and perforated ceramic brake discs measuring 360 x 32mm are combined with single-piston floating calipers.

Greater torsional rigidity and precision

To achieve the exceptional driving dynamics of the Mercedes‑AMG CLE 646 Spezialanfertigung, the body structure has been engineered to withstand the highest loads. Additional reinforcements and an integrated rollover bar significantly increase bodyshell rigidity.

“The Mercedes-AMG CLE 646 Spezialanfertigung sets new benchmarks with its uncompromising presence and driving dynamics,” said Bastian Baudy, chief design officer at Mercedes-Benz Group. “Through the extensive use of carbon fiber, we were able to create a particularly distinctive appearance. Its bold proportions and the sheer size of the grille underscore the ambition to present a vehicle of extremes. The result is a masterpiece, full of performance and character.”

In related news, JLR launches Range Rover Electric with twin 260kW permanent-magnet motors

Range Rover is now available with electric propulsion, marking a major milestone for the brand.

Built in Solihull, the Range Rover Electric SUV features twin permanent magnet 260kW electric motors generating up to 550ps and 850Nm of torque. It has a range of up to 372 miles (WLTP), and, according to the company, a real world range of up to 333 miles (535km).

“Electric propulsion is perfectly suited to the exquisite refinement of Range Rover, elevating the sense of calm and secluded sanctuary for occupants,” said Martin Limpert, managing director, Range Rover. “We took our testing and development programs even further than originally intended to ensure Range Rover Electric is genuinely the most accomplished Range Rover ever.”

New technologies enable precise control in all environments, such as Intelligent Driveline Dynamics (IDD), which distributes rear torque from 100% to zero% to prevent loss of traction, and Integrated Traction Management (ITM), which controls motor speed within 50ms and manages slip up to 100 times quicker than an ICE vehicle equivalent.

Integrated Traction Management works in concert with the new Single Pedal mode, providing owners control to smoothly pull away on slopes up to 33° or complete a rolling climb on slopes up to 45°.

“The defining characteristic of Range Rover Electric is its ability to perform across every surface, with effortless comfort and refinement,” said Matt Becker, vehicle engineering director, JLR.

Using the fastest available 350kW rapid DC public chargers, Range Rover Electric can charge from 10‑80% in around 22 minutes or add 220km in 10 minutes (WLTP) when the vehicle is charging at its maximum charge rate.

The vehicle is powered by a usable 118.5kWh lithium‑ion double‑stack battery consisting of 344 prismatic cells delivering outstanding energy density. The advanced 800V architecture provides fast, adaptable split‑charging capability.

Twin permanent magnet 260kW electric motors feature silicon carbide semiconductors that enable switching speeds measured in microseconds. The SUV, the company said, will complete 0-60 mph in 4.3 seconds, with power enabling overtaking speeds from 50‑75mph in as little as 2.7 seconds.

Testing the Range Rover Electric

The Electric SUV has undergone virtual and physical testing and development around the world to ensure a customary Range Rover experience. Tested in ‑40°C temperatures in Arjeplog, Sweden, the heat of the Dubai desert and JLR’s own Eastnor Castle facility in the UK, Range Rover Electric has completed over 1,500,000km and over a quarter of a million hours of testing.

JLR’s new battery testing laboratory subjects complete battery systems to multi-axis vibration and shock testing at temperatures ranging from −40°C to +90°C. which, combined with the a high-strength aluminum enclosure, means that the Range Rover Electric’s battery can withstand impacts and harsh conditions, with safety systems that exceed industry standards.

New technologies have been designed to improve the Range Rover Electric’s efficiency and performance, including range prediction features and the ThermAssist thermal management system, which optimizes battery temperature to support driving range, charging speeds and battery longevity in extreme temperatures, with claimed gains of up to 25 miles of range and a 40% reduction in heating energy use. More than 300 patent applications have been filed for the vehicle.

Facilities 

To support production of Range Rover Electric, JLR has transformed its Solihull manufacturing facility, combining advanced manufacturing, digital technology and a major investment in electrification skills.

JLR’s wider manufacturing network, including its Electric Propulsion Manufacturing Centre in Wolverhampton, will support Range Rover Electric production.

Related news, Ford Hypercar completes first track tests

Lawrence Butcher looks at the development of the Mercedes-AMG One road-legal hybrid hypercar

One interesting point is that during the development of AMG One’s powertrain, there was minimal influence from the F1 side of HPP, despite the ongoing development of the racing PU. The ICE and associated systems were effectively frozen at the 2015 specification and later developments were not incorporated.

However, there was one key exception: the MGU-H. During the 2016 Formula 1 season, Lewis Hamilton suffered MGU-H failures at the Chinese and Russian grands prix. Those failures were traced to a turn-to-turn short, believed to be from a production difficulty in the winding process. “We had fundamentally made it very, very hard to make right,” says Allsopp. “We were too aggressive on the engineering and on how the coils were wound and interacting, so it was not a sufficiently robust, repeatable process.”

Using HPP’s comprehensive fault-management process, a thorough fault analysis followed each race failure, which extended to examining the behavior of everything associated with the motor, including the silicon carbide switches in the power electronics, their switching frequency and the potential effect of that on the coil insulation under extended running. Fundamental design changes were made for the 2017 season. When Allsopp took over the AMG One program, he was determined that the 275 production cars would carry the post-2016 design, not the unit that had failed in race conditions.

The battery pack has the same cell chemistry and design used in Formula 1, configured as the equivalent of four F1 battery modules in parallel. One significant difference from race use is that the AMG One must balance each of its cells on board.

In F1, the battery is removed from the car after each race and the voltage of each cell is checked and aligned. Clearly this is not practical for a road car, so the BMS needed its own balancing capability.

Bringing all the powertrain elements together from a software perspective, with full compliance to the required ASIL standards, was an undertaking in itself. “Looking at the complexity of the software, it was an area we underestimated,” says Allsopp. “We have the benefit in racing that the software is very open and we can architect solutions very quickly. With production controllers, it is not that simple.”

AMG One ended up running a blend of bespoke software solutions developed by HPP (and its partners) and standard road-car elements. Development engineer Adam Munday explains, “We did use some Bosch solutions where we maybe didn’t have the expertise – things like lambda sensor dew-point calculation and a lot of the OBD functions. They are areas where we are not experts, but for someone working on other road-car programs it’s a matter of adapting proven functions with some hardware-specific adjustments.”

The software integration required huge effort and coordination between the various parties within Mercedes, but the result was all of the control units working together harmoniously, tied in with a UI that would be familiar to any Mercedes road-car driver, and a powertrain operating to its full potential, reliably.

Hybrid development

The reliability requirements for the AMG One were rigorous: 5,000km between services and 50,000km between major powertrain services and refreshes. To put this in perspective, the 2015 PU had a total service life of around 5,000km.

Achieving these targets, not just for the powertrain but for the vehicle as a whole, required a blending of motorsport and production-car development approaches. In the motorsport world – particularly in F1, where track running is tightly limited – great reliance is placed on test-bench development, far more so than with road cars. For the AMG One, this entailed two dedicated test cells at Brixworth: one for calibration development, the other capable of full powertrain running, “Dyno seven was dedicated for AMG One use,” says Munday. “For durability running, it was especially useful to run the full car powertrain as a whole.”

Once an initial specification had been derived from the F1 PU, the team worked through multiple iterations, some more significant than others, to prove out each batch of changes. These test iterations “followed our F1 naming convention, starting with B1, 1.1, etc; we ended up at B2.3,” explains Munday.

Allsopp says of the project progression, “Dyno running moved to 24/7. In F1, we track our long-run progress against time. We have a well-defined profile and drive its delivery hour by hour, day by day, relentlessly. All I did was take the same engineering approaches we used in F1, clarified the mission and shared my honest assessment that in reality we were a long way off track versus where we need to be. We then built an aggressive plan and worked tirelessly as a team to get our heads above water.”

This intensive cycle of iteration and running ultimately led to a roadworthy powertrain, though there were nuances in the process, again highlighting how the high-pressure environment of F1 drives creative and concurrent thinking. “We created several phases, because there were some changes we could implement more quickly than others – for example, those related to the NVH and emissions challenges – so we packaged them in phases to prove out the durability of those changes in a controlled manner,” says Allsopp.

Importantly, a second dyno was available in parallel to focus purely on combustion development. This ability to run combustion and durability programs simultaneously was essential to the compressed timeline. However, what the dyno or simulation could not replicate exactly were the many edge cases that the car would be subjected to in customer hands.

Once mule cars became available, an intensive program of track and road testing began. This encompassed running across a range of conditions, from the European Alps to Portugal and Spain, enabling refinement of the powertrain calibration under real-world conditions. The track-testing element also flagged up potential reliability issues. For example, a weakness was found in the quill shaft connecting the front motors to the front-axle gearbox. Pushed to the limit on track, specifically when running over curbs, it produced oscillating loads that were not captured in any of the previous simulation models.

Elements such as cold-start performance, handling variations in fuel quality, and the full span of duty cycles from slow urban driving to sustained full-performance operation were all worked through, with the findings fed back to the test-bench work at Brixworth.

It was during this phase that the teams at HPP and AMG took their collaboration to a new level, blending elements of the race team’s approach with testing with road-car practice. The contrasts are worth noting. For all its heat of competition, F1 is a relatively controlled environment; the teams know where the cars will run and how the drivers are likely to drive them. The range of unknowns of road-car use were something of an alien environment. “There was quite a difference in expectation of what was done where,” says Allsopp, “and it was a really good conversation with AMG. We were challenging each other about what needed to be done, and actually the middle ground ended up being the right place.”

Bringing AMG One into reality was a protracted process. There’s was a reason no one had successfully tried to run an F1 powertrain on the road before: it’s unbelievably challenging. The first customer deliveries were not made until the end of 2022, which one might think would lead to dissatisfaction. But AMG did something unusual: it took its customers along for the ride. Rather than being shielded from the challenges of the project, customers were brought in early and given full visibility of the development process; they felt invested in it. “They became part of the journey and, later in the program, had great transparency of why there were delays and what we were doing about them. It gave them a unique experience,” says Allsopp.

It’s unlikely anyone is going to try anything similar to the AMG One any time soon; there are few manufacturers that could even contemplate such an undertaking. It was only by blending the huge resources of a company the size of Mercedes with the laser-focused mindset and almost unmatched engineering expertise of HPP in Brixworth that AMG One could become reality.

Related news, Tech Insider: Mercedes-AMG One – Part 1

The smart #2 will have its world premiere at the Paris Motor Show this October and is currently undergoing global testing in preparation. Test vehicles are wearing a black-and-white camouflage livery styled by the Mercedes-Benz Global Design Team.

At dedicated proving grounds, the vehicle’s agility was tested against a wide range of real-world urban challenges, including unexpected obstacles, emergency lane changes and low-grip wet road conditions. According to the auto maker, continuous refinement of the chassis hard points, steering ratio and rack travel and suspension movement control ensures the vehicle remains composed, responsive and agile in everyday city driving.

Extensive noise, vibration, harshness (NVH) validation has been conducted across multiple demanding environments, including the wind tunnel, acoustic chamber, temperature-controlled four-post rig, proving grounds and public roads. The testing activities encompassed wind noise, road noise, powertrain NVH, thermal NVH, squeak and rattle, and sound quality optimization.

By testing various tire compounds on rough asphalt, grooved concrete and high-speed straights, engineers sought an optimal balance between low rolling resistance for maximum range and exceptional noise reduction. To achieve long-term reliability, the vehicle has been subjected to demanding durability testing over bumpy roads, continuous undulations and potholed urban streets. Targeted impact tests simulated common city-driving scenarios, such as mounting curbs and striking deep potholes.

By refining chassis rigidity and structural stress points, the company says it has ensured that the smart #2 will serve as a highly reliable on-road companion. Complementing this structural resilience, the next generation of the renowned Tridion Safety cell – a structural design first used on the original smart fortwo – combines compact exterior dimensions with a robust structure that meets modern safety requirements, providing high protection, stability, and driver confidence.

In related news, Volkswagen launches ID Cross compact electric SUV built on MEB+ platform

First shown at the Beijing Auto Show 2026, the Horse D20 Methanol is intended for use in range-extended EVs (REEVs), where it acts as a reserve power source to recharge a vehicle’s battery. Outputting up to 105kW, the powertrain weighs 170kg and combines a motor, power electronics and a 2.0-liter turbocharged four-cylinder engine.

The engine is designed to run off 100% methanol fuel blends, and features a range of cutting-edge technologies such as a 240mJ high-energy ignition system to enable ultra-lean burns of methanol in the engine cylinders.

Along with increasing fuel economy, these technologies also enable the engine to undertake pure-methanol cold starts from temperatures as low as -35°C. The NOx emissions comply with China’s CN6b standard of 35mg/kWh and the Euro 7 standard of 60mg/km.

The powertrain uses a new axial flux motor mounted directly on the engine’s crankshaft, serving as its generator. Unlike conventional radial flux motors, where the rotor sits inside a cylindrical stator, axial flux motors stack the rotor and stator as flat discs. The D20’s motor uses a yokeless design with two rotors surrounding a single stator.

Compared to a like-for-like radial flux motor, the new axial flux motor on the D20 Methanol is 46% shorter and can output 63% more kilowatts per unit of volume, enabling a range of packaging opportunities and efficiencies. The motor also boasts an extremely high electrical efficiency of 96.4%, leveraging solutions such as an embedded silicon carbide power module to minimize electrical losses.

In lab testing, the powertrain achieved a 47% fuel-to-energy conversion ratio, with 1kWh of electrical energy produced for every ~2.1kWh of methanol burned. As a result, the D20 Methanol can fully recharge a 40kWh EV battery with just 19.6L of fuel.

“The Horse D20 Methanol is one of our boldest statements of intent so far,” said Fortune Zhao, CTO of Horse Powertrain.

“Along with reflecting our commitment to alternative fuels via its central methanol engine, and offering a flexible mobility solution as a range extender powertrain, the Horse D20 Methanol is a staging ground for a range of cutting-edge technologies to deliver a powertrain of unparalleled compactness and efficiency. This can be seen in our use of an axial flux motor to achieve the necessary width and volumetric power density for the unit, marking one of the first uses of the technology in a mass-market automotive powertrain.”

Recent news, Toyota Gazoo Racing to enter hydrogen fuel cell Hilux in 2027 Dakar Rally

Volkswagen has unveiled the ID Cross, an all-electric compact SUV built on the MEB+ platform, the latest iteration of the auto maker’s modular electric drive. The vehicle will be offered with three motor outputs (85kW/114hp, 99kW/133hp and 155kW/208hp) and two battery sizes (37kWh LFP and 52kWh NMC), with a WLTP range of up to 427km. DC fast charging from 10-80% takes roughly 23 minutes for the smaller batter and 24 minutes for the larger one. The car uses VW’s new Innovision infotainment system.

Thomas Schäfer, CEO of the Volkswagen brand, head of the Brand Group Core and member of the group board of management, said, “The ID Cross brings together technological expertise, clean design, impressive, intricate solutions and genuine all-rounder qualities – all for excellent value for money. These are ideal conditions for a new success story from Volkswagen.”

The ID Cross measures 4,153mm long, 1,581mm tall and 1,794mm wide, with a 2,601mm wheelbase. The MEB+ platform gives it more interior and cargo space than the combustion-engine T-Cross, offering 475 liters of trunk space, 20 liters more than the T-Cross, including additional storage under the variable boot floor. The car also has a 25-liter front storage compartment.

The ID Cross places the Digital Cockpit Pro, a 26cm/10.25in driver display, and the 32.8cm infotainment touchscreen along a single horizontal line. Pressing the view button on the steering wheel activates a retro display mode styled after the Golf Mk1, showing a classic-style speedometer and a right-hand gauge that displays energy output/consumption rather than engine RPM, styled as a powermeter. Modern functions like dynamic road sign display are integrated into this retro layout as well.

The vehicle includes driver-assist systems as standard, with next-generation Travel Assist available as an option. Because the optional system uses online data, VW has renamed it Connected Travel Assist. It’s able to detect red traffic lights and can automatically bring the car to a stop, within the system’s limits. The car also offers One Pedal Driving, which decelerates the vehicle using only the accelerator pedal. Smart parking aids that make maneuvering even easier are also available.

Particular attention was paid to ride comfort and driving stability when developing the ID Cross. The suspension specially tuned for the electric front-wheel drive combines precise and safe handling with high long-distance comfort, said VW, and the high-quality dampers, comfort-optimized suspension components and numerous measures to reduce noise and vibrations ensure a “pleasantly quiet driving experience”. In addition, there is direct steering response and a finely tuned brake system that impresses with a natural pedal feel.

The ID Cross is offered in Germany in three trim levels. The base Trend trim includes standard 90kW DC fast charging. The Life trim adds 18in alloy wheels, dual-zone automatic climate control, adaptive cruise control, a rear-view camera and a junction assistant. The top Style trim adds IQ.Light LED matrix headlamps with an illuminated light strip, 3D LED rear lights, illuminated VW logos, heated seats and steering wheel, personalized interior trim and keyless start/locking.

The ID Cross offers optional features not available on the T-Cross or, Volkswagen said, on several competitors in the segment. These include a 425W Harman Kardon sound system with 10 speakers and a subwoofer, and a pneumatic massage function for the electrically adjustable 12-way front seats, with three selectable massage programs. A 74 x 90cm panoramic roof can also be integrated, which extends into the rear of the cabin, with an electric sunshade for dimming.

Related news, Toyota Gazoo Racing to enter hydrogen fuel cell Hilux in 2027 Dakar Rally

Maserati has unveiled its Project GT4 at the Goodwood Festival of Speed. The vehicle is positioned as a companion to the GT2, which has competed in closed-wheel racing since 2023. It represents the car maker’s entry into the GT4 category, with a competition debut planned for 2028.

Santo Ficili, Alfa Romeo and Maserati CEO, commented, “In an especially significant year, as we celebrate 100 years of the Trident logo and 100 years of Maserati in racing, the Goodwood Festival of Speed provides the ideal stage to mark these important milestones and share Maserati’s vision and values with customers, enthusiasts and stakeholders. We are proud to bring the spirit of Italian Gran Turismo to Goodwood.

“The new GranTurismo, new GranCabrio and new Grecale further strengthen our ability to combine comfort and performance, while Project GT4 underscores the strategic role of Maserati Corse as the brand’s laboratory for innovation and technological development. All of this begins in Italy, in Modena – the beating heart of Maserati – where tradition, engineering expertise, design and passion continue to shape our cars. This achievement has been made possible by the dedication of the people at Maserati, the contribution of our partners and the strength of our global dealer network, which shares the responsibility of representing and promoting the Trident every day.”

Project GT4 was developed in Modena by Maserati Corse, the company’s motorsport division. Its engine and body are derived directly from the New GranTurismo. Its close relationship with the production model is required under GT4 regulations and is intended to help keep operating and maintenance costs manageable for racing teams.

Project GT4 uses the 3.0-liter twin-turbo Nettuno V6, which includes Formula 1-derived pre-chamber combustion technology and has produced over 700hp in other applications. It is rear-wheel drive, with GT Trofeo-derived suspension featuring adjustable dampers and anti-roll bars, and weighs approximately 400kg less than the road-going GranTurismo. The cockpit retains some styling elements from the road car’s dashboard, alongside a roll cage, homologated racing seat and fuel tank, a dedicated braking system with additional cooling and 18in wheels compliant with GT4 regulations. The car draws on experience from the GT2 Stradale program and input from Maserati Corse and chief test driver Andrea Bertolini.

In related news, Maserati unveils updated Grecale, GranTurismo and GranCabrio

Cupra has appeared at the 2026 Festival of Speed with a range of motorsport and road car announcements, including an extended partnership with Kiro for its Formula E program, the debut of the new Cupra Leon VZ e-Hybrid Racer, the Gen4 Formula E car and the fully electric Raval in right-hand drive. The company positions motorsport as a development platform for its road-car technology.

Formula E

After two successful seasons together, Cupra has extended its Spanish-American partnership with Silverstone-based Kiro Race. The agreement will see Cupra Kiro continue competing together in the ABB FIA Formula E World Championship. The team is set to enter the new Gen4 era of Formula E with the latest Porsche 975 RSE.

At the Goodwood Festival of Speed 2026, Cupra Kiro will unveil its Gen4 Formula E car in a striking Energy Flow livery created exclusively for the event.

Season 13 of Formula E introduces the Gen4 regulations, delivering the fastest and most advanced Formula E cars to date. Power increases to 600kW (816ps), while permanent active all-wheel drive (AWD) enhances performance and efficiency. The Gen4 car will exceed 335km/h and accelerate from 0-100km/h in just 1.8 seconds.

British driver Dan Ticktum will take the championship’s new-generation display car up the famous 1.87km Goodwood Hillclimb on Sunday.

 From street to racetrack

The second pillar of Cupra’s Festival of Speed debut is the Cupra Leon VZ e-Hybrid Racer. Finished in a matching livery, it draws inspiration from Formula E, offering, the company says, a compelling vision of the future of touring-car racing.

The Leon VZ e-Hybrid Racer is a Cupra concept car combining an electric motor (from the Raval), combustion engine (from the Leon VZ) and battery tech (from the Leon PHEV). It’s positioned as a test vehicle exploring a hybrid racing format that blends ETCR-style electric boost strategy with the lower cost and established tech of traditional touring car racing.

The Leon VZ e-Hybrid Racer is designed for sprint-format wheel-to-wheel racing. Drivers must manage tire wear, power delivery and energy use during races.

The e-Hybrid racing prototype produces up to 370kW (500ps) combined output: a 2.0-liter combustion engine (250kW) plus a rear electric motor (120kW) paired with a 6-speed sequential paddle-shift gearbox. Cupra states 0-100km/h in 3.8 seconds and a top speed of 265km/h.

Cupra Raval

The right-hand-drive Cupra Raval will launch in the UK in summer 2026, with a maximum range of up to 450km, depending on trim and battery.

The Cupra Raval is a 4m-long hatchback, designed, developed and produced in Barcelona and named after the city’s Raval neighborhood. It’s built on the Volkswagen Group’s new MEB+ platform, shared across the group’s Electric Urban Car family.

All Raval models feature a sport chassis lowered by 15mm, tuned suspension, progressive steering and ESC sport (electronic stability control). The Raval VZ produces 166kW (226hp) and adds 19in alloy wheels, electric memory bucket seats in vegan leather, matrix LED headlights, DCC sport suspension and an electronic limited-slip differential. The Raval is available in multiple trims and colors, with ambient lighting and door projections running on Android OS.

In related news, MG announces roadmap focusing on Plug-in Hybrid+ and SolidCore Battery

Building on more than a century of innovation, MG has unveiled its latest technology roadmap, outlining how the brand will continue to bring advanced electrification and intelligent driving technologies to a wider audience.

Focusing on powertrain and ADAS development, the roadmap focuses on the next-generation MG Plug-in Hybrid+ technology and the introduction of MG SolidCore Battery technology for Plug-in Hybrid+ models.

New Plug-in Hybrid+ technology 

The Plug-in Hybrid+ system is built around a new generation of dedicated hybrid petrol engines, available in 1.1-liter and 1.5-liter turbocharged variants, achieving maximum thermal efficiencies of more than 42% and 43% respectively.

The engines work in conjunction with a new hybrid transmission incorporating two core technologies: power split and motor decoupling, designed to optimize fuel and electrical energy efficiency.

Power Split technology distributes power between the engine and electric motors, continuously adjusting energy flow according to driving conditions to enable the powertrain to operate efficiently without the constraints of a fixed-ratio transmission. Motor decoupling introduces a disconnect mechanism that isolates the generator during pure electric driving, reducing drag and improving electric drive efficiency.

The Plug-in Hybrid+ system automatically selects the the optimum operating mode across the full speed range, using electric drive at low speeds, power split operation at medium speeds and direct engine drive at higher speeds. This operating strategy is designed to maintain engine thermal efficiency above 40% across approximately 90% of driving conditions, while achieving up to 90% electric drive efficiency regardless of battery charge level.

The powertrain accelerates from 0-62mph in under six seconds, with 50-75mph acceleration taking as little as 3.5 seconds. Torque delivery has also been revised, with hill-start capability improved by up to 72% compared with the previous system.

By eliminating generator idling during pure electric driving, Motor Decoupling technology reduces noise, vibration and harshness by up to 5dB in EV mode compared with conventional plug-in hybrid systems.

Plug-in Hybrid+ models will also benefit from this new technology, beginning in 2027 with the launch of the MG ZS Plug-in Hybrid+.

SolidCore battery for Plug-in Hybrid+ models

MG has confirmed that its SolidCore Battery technology will be introduced across future Plug-in Hybrid+ models.

Built around a semi-solid-state architecture incorporating a 3D spinel structure, the SolidCore Battery delivers higher energy conversion efficiency and faster power response than conventional liquid-electrolyte batteries, MG said, adding that it is optimized for Plug-in Hybrid+ applications, offering more consistent power delivery, improved range stability and more stable performance across varying speeds, driving scenarios and climate conditions.

By maintaining stable battery output across a range of operating conditions, the SolidCore Battery technology supports more consistent vehicle performance regardless of speed, driving scenario or ambient temperature, contributing to the overall efficiency of the Plug-in Hybrid+ system, MG said.

The SolidCore Battery technology reduces the impact of low temperatures and depleted battery charge on vehicle performance, addressing some of the limitations commonly associated with plug-in hybrid vehicles.

The first MG Plug-in Hybrid+ models to feature SolidCore Battery technology will be three new SUVs in the B, C and D segment categories.

Related news, Nissan expands Leaf line-up with 52kWh battery model