+++ The current second-generation Q7 was launched way back 2015 and received what we thought would be its mid-life facelift in 2020. It now appears AUDI will extend the lifespan of its large SUV with yet another facelift. Given Audi will only launch all-electric models from 2026, it’s certain this will be the last internal-combustion engined Q7. The name could transition to ‘Q7 e-Tron’ for the next generation, providing a pure-electric rival to the Mercedes EQS SUV and Volvo EX90. The new Q8 e-Tron is also only a 5-seat model so there’s room for a 7-seat Q7 e-Tron in the Audi range. Expect to see new grille inserts, a reshaped bumper and fresh headlight design; all features that were tweaked in the extensive 2020 facelift. The headlights themselves should incorporate the Digital Matrix led technology seen on the latest A8. The overall layout of the rear won’t change too much, but I expect to see a resculpted bumper and potentially a new rear light signature. The current Q7 has a 12.3 inch driver’s display which Audi calls its Virtual Cockpit, along with a 10.1 inch central touchscreen for infotainment uses and a lower 8.6 inch touchscreen reserved for the climate control. This same set up is utilised in the newer Q8 e-Tron so we don’t expect huge changes, although Audi may install a fresh update to its infotainment system and add new functions to its ‘myAudi’ smartphone app. In terms of powertrains we’re not likely to see any new engines introduced to the Q7 lineup, with Audi’s focus aimed more towards its all-electric e-tron range. Currently, the standard Q7 has 2 diesel engines and 1 petrol: all 3.0-litre V6 units with 48 volt mild-hybrid assistance. The current plug-in hybrid Q7 e-Tron has a 14.1 kWh battery with just over 40 km of electric-only range, but since then the Q5, A6 and A7 have all gained 17.9 kWh batteries for their plug-in hybrid versions, which should easily fit within the much larger Q7’s body. +++
+++ The next MERCEDES-AMG E 63 is set to swap its V8 petrol engine for an advanced new straight-6 plug-in hybrid drivetrain, providing it with greater power and the capacity for electric-only driving. Set to be unveiled in 2024, the hot saloon/estate will be the first in a series of Mercedes-AMG models to adopt the new electrified drivetrain, which uses a similar ‘P3’ hybrid arrangement to the recently launched Mercedes-AMG GT 63 S E Performance 4-door Coupé and Mercedes-AMG C 63 S E Performance. Official details remain under wraps, but the hottest version of the next Mercedes-Benz E-Class will receive a heavily reworked version of Mercedes’ M256 turbocharged 3.0-litre straight-6 petrol engine, mounted longitudinally and working in tandem with an electric motor on the rear axle. The extent of the modifications made to the M256 by AMG remains unclear. However, it appears set to share a number of key components with the M139L and M177 engines used by the C 63 and GT 63, with a similar in-line design and internal dimensions, including an 83 mm bore measurement and 90 mm bore centre spacing. The asynchronous motor set to feature in the new E 63 is also similar in construction and performance to the 204 hp unit used by the other electrified ’63’ models, according to insiders at Affalterbach. Electrical energy is stored in a 4.8 kWh (usable) 400 Volt lithium ion battery mounted under the boot floor. AMG is claimed to be targeting an output of more than 700 hp and 1.200 Nm for the new drivetrain. For context, the 4-cylinder system in the C 63 delivers 680 hp and 1.000 Nm of torque, while the V8 system in the GT 63 kicks out 850 hp and 1.400 Nm. By comparison, the M177 twin-turbocharged 4.0-litre V8 petrol engine that powers the existing E 63 S develops 612 hp and 850 Nm of torque. The secret to the significant increase in power and torque with the new plug-in hybrid systems is the fact that the output isn’t limited by the gearbox, because the reserves from the motor are sent directly to the rear wheels via a 2-speed gearbox and an electronically controlled limited-slip differential. The straight-6 engine channels its reserves to both the front and rear wheels via AMG’s 9-speed Speedshift MCT gearbox. As with its PHEV stablemates, the new E 63 is set to receive 7 different AMG Dynamic Select driving modes: Electric, Comfort, Battery Hold, Sport, Sport+, Slippery and Individual. With increased power and torque, AMG will be looking to top the performance of the existing E 63 S (which is claimed to hit 100 kph from rest in 3.4 seconds and reach a top speed of 300 kph when fitted with the optional AMG Driver’s Package), despite a significant increase in weight brought on by the motor and battery. With the new PHEV system conceived more for performance than outright efficiency, the electric-only range will be limited. That of the C 63 is officially rated at just 13 km and that of the GT 63 at 12 km. Both models use the same 4.8 kWh battery developed by AMG in partnership with its High Performance Powertrains division based in Brixworth, Northamptonshire, and claimed to weigh 89 kg. In line with developments brought to other plug-in hybrid AMG models, including the more recently launched S 63 S E Performance, AMG plans to provide the new E63 with 4 levels of energy regeneration. Underpinning the new car will be a revised version of Mercedes’ Modular Rear Architecture (MRA) with double-wishbone front and multi-link rear suspension and, for the first time on the E-Class flagship, 4-wheel steering. The E 63 is 1 of 2 new E-Class models planned by AMG. The other, a successor model to today’s E 53, is set to run a milder version of the M256 engine in combination with a gearbox-mounted electric motor, in what insiders describe as a ‘P2’ PHEV system. Essentially the same system used by the S 580e, it delivers an overall system output of 520 hp and 700 Nm of torque. This compares with the 435 hp and 510 Nm of today’s E 53, which uses a mild-hybrid version of the M256 that gets an additional 22 hp and 250 Nm ft from a gearbox-mounted integrated starter-generator (ISG) for brief periods under acceleration. +++
+++ To finally get what it wanted from Renault, NISSAN will have to pay up. The partners are on the cusp of redefining the foundations of their decades-old alliance, with a framework deal to equalize their cross-shareholdings headed to their respective boards in the coming days. For Renault, the merits of this milestone are clear. The French carmaker will give up a big chunk of its Nissan stake, but will do so over time and should end up with billions of euros in proceeds. It also has convinced its Japanese counterpart to become a strategic shareholder in the electric-vehicle and software business it’s carving out and seeking to take public as soon as the second half this year. Nissan is getting what it’s long sought: to be on equal footing with Renault in terms of shareholdings and restore its voting rights. But to get Renault’s ownership down to 15% from 43%, analysts expect Nissan will end up buying some of its own shares from its alliance partner, in addition to purchasing a stake in its EV-and-software operation. Evening out the shareholdings “has always been Nissan’s deep desire”, said Tatsuo Yoshida, a Bloomberg Intelligence analyst. To fulfill this wish, he sees prospects for the company buying some of its own stock. “In an opaque environment, cash is king, and having less of it is going to be a concern”. Chief executive officers Makoto Uchida of Nissan and Luca de Meo of Renault are betting they can get more out of an alliance that hasn’t lived up to its full potential by agreeing to some give-and-take in terms of control. In addition to neutralizing a sizable portion of Renault’s current voting rights for most decisions Nissan makes, the Japanese company will regain voting rights for its 15% stake in its French partner, the companies said Monday. “It corrects a wrong”, said Philippe Houchois, a Jefferies analyst who upgraded his rating on Renault to a buy in June. “For so many years, there was a massive imbalance between the reality of the cooperation and the capital structure of the alliance”. Renault is agreeing to this in part because it wants to forge newer partnerships with companies both in and outside the traditional car industry. In November, it announced agreements to jointly own its carved-out combustion and hybrid powertrain company with China’s Geely, and to have chipmaker Qualcomm be a cornerstone investor in its EV and software business. Renault will reduce its ownership of Nissan by placing shares currently worth about ¥544.1 billion ($4.2 billion) into a French trust that will sell the stock in an orderly process likely to play out over several years. Nissan may be willing to invest about $500 million to $750 million in Renault’s EV business. Importantly for Renault, it will continue to collect a dividend both from the shares it keeps outright and the stock placed in the trust. While Uchida and de Meo are likely to emphasize the potential for Nissan and Renault to cooperate further for years to come when the 2 convene an event tentatively planned for February 6, analysts are split on whether this is a new beginning for the alliance, or the beginning of the end. Years of escalating tensions and backbiting came to a head after former leader Carlos Ghosn openly talked about merging the companies in 2018. Months later, he was in a Tokyo prison cell, having been brought down by what he’s described as a corporate coup. Before and after that saga, Nissan and Renault didn’t take full advantage of the joint parts-purchasing and manufacturing arrangements that Ghosn said would be critical to their futures. The Nissan Leaf and Renault Zoe electric vehicles, for example, were based on different architectures and didn’t measure up well against Tesla’s Model 3, which arrived years later. “There are doubts whether each can go it alone”, said Hiroki Ihara, an analyst at Tachibana Securities with the equivalent of a hold rating on Nissan shares. “But most likely, they will choose separate paths anyway”. +++
+++ Last year, Europe bid farewell to 2 staples of middle class motoring: the Ford Mondeo and the OPEL Insignia. The once popular family saloons suffered dwindling sales before being discontinued in the wake of the SUV boom, but Opel will respond with a class-busting Insignia replacement within the next few years. Customers continue to gravitate towards high-riding crossovers in 2022, and in response, the next Insignia will abandon its traditional 3-box layout. Opel chief designer Mark Adams said: “We’re going to replace the Insignia with something, but it will categorically not be a saloon. Large saloons are a shrinking part of the market. For brands like Opel that work in the upper mainstream sector, they don’t work. We’ve been thinking about the right balance, and we believe that the car that does replace the Insignia needs to be really attractive and aspirational. It’s about finding that new formula”. When pressed on the market trends that will influence the new model, Adams admitted that “the popularity of SUVs has been huge”, and that Opel will be responding to this demand. Even so, the Insignia’s replacement may not adopt a traditional SUV stance in a bid to mitigate the weight and efficiency penalties that they inevitably bring. These are key considerations for the new model according to Adams: “We recognise that cars are getting taller and heavier and that’s not a good thing”, he said. “Customers like a higher seating position and a sense of protectiveness, and the trick going forward is making those connections with the customer but in a package that’s more efficient”. As such, the new Insignia could follow the form of the Citroen C5 X, a car that adopts SUV cues in a sleeker, fastback body style. It could also adopt the EMP2 platform that underpins Citroen’s flagship, with range-topping models that use the same 225 hp plug-in hybrid powertrain as its French counterpart. However, parent-firm Stellantis is beginning to roll out its all-new STLA pure-electric platform, which will debut later this year with the Peugeot e-3008. If it arrives with the forthcoming STLA Medium architecture, expect a range figure in excess of 650 km and a choice of single or dual motor variants. Whichever platform it uses, we don’t expect the new car to arrive before 2024. +++
+++ The 2008 may have only received an update last year, but PEUGEOT is planning to give its smallest SUV a more comprehensive facelift in 2023. The exterior redesign will be relatively moderate. The front of this test car is unchanged, suggesting if we are going to see any differences, they’ll be constricted to a new headlight signature and possibly new grille inserts. A camouflaged rear hints that the new 2008 will receive a fresh rear bumper and new taillight design. I am not expecting too many alterations for the cabin. The current 2008 was launched in 2020, just when Peugeot brought out its latest i-Cockpit interior, so we’ll see this feature continue with the latest model, perhaps with some new trim materials and a tweaked infotainment system. The big changes for the updated 2008 will happen underneath, with the regular petrol model gaining mild-hybrid assistance. Peugeot has already announced the larger 3008 and 5008 will make the switch to mild-hybridisation and we should see the Puretech turbocharged 1.3-litre in the 2008 coupled with a 48 Volt motor. The all-electric e-2008 will also be revised with a 54 kWh battery pack replacing the 51 kWh unit in the outgoing car. We’ve seen this new battery in the Jeep Avenger where it allows for a 400 km range (the recently updated e-2008 maxes out at 340 km). Power will also be upped from 136 hp to 156 hp. +++
+++ PORSCHE has already tested its new high performance Taycan model around the Nurburgring and on the public road but now we’ve spied it undergoing winter testing, suggesting a full reveal could happen this year. Already a record-breaker around the Nurburgring with the Taycan Turbo S, Porsche is planning a new model that will gain even more power from a triple-motor set up and take the fight to the 1.000 hp Tesla Model S Plaid for electric car Top Trumps glory. Spy shots show us that the new Taycan model will gain plenty of performance-focused exterior modifications. There’s an aggressive front splitter with a greater air intake area to help cool the additional motor and big front brakes. The fixed rear wing and diffuser should work together to provide extra downforce to help put down the power. We don’t expect these alloy wheels to make it to production: they’re just being used for winter testing purposes. The same can be said for the caged interior, although we know Porsche isn’t afraid of ripping out the back seats in its more track-focused sports cars so this approach might apply to its four-door EV. A new radar system looks to have been installed behind the windscreen of previous test cars, suggesting that the new Taycan could arrive with an improved suite of driver assist systems. New wheel designs are expected to feature, which should be available on other models later as part of a mid-life facelift. New trim and upholstery options could be available to lift the cabin, and software changes are likely for the Taycan’s triple-display infotainment setup. This comprises a 16.8 inch curved instrument panel, a 10.9 inch central display and a portrait-orientated climate control screen. At extra cost, buyers can specify an additional infotainment screen ahead of the passenger, while software revisions could improve the system’s features and responsiveness. The biggest change will be the powertrain. Porsche’s current dual-motor hardware can only be pushed so far, so to provide over 1.000 hp to take on Tesla, the firm could adopt a triple-motor configuration for the new flagship. This would also unlock precise torque-vectoring capabilities on the associated axle, with the extra power and cornering performance likely to slash the Turbo S’s 7 minutes 33 seconds Nurburgring lap time. Given the upgrades, I predict the tri-motor Taycan to cost well over the Turbo S model’s price tag when it arrives later this year. +++
+++ High on the list of sentences we never thought we’d write is this: TOYOTA is planning a sportier evolution of the Prius with modifications such as a performance-tuned suspension system, according to a recent report. The model could make its debut in Japan by the end of 2024. While nothing is official yet, Japanese website Best Car claims Toyota’s go-fast division has a long list of modifications planned for the fifth-generation Prius. The GR badged model will allegedly be based on the plug-in hybrid, which stands out as the most powerful member of the range with 220 horsepower and a 0-to-100-kph time of 6.6 seconds. The publication learned from unnamed sources that increasing the electric motor’s output is difficult so engineers will focus on squeezing more power out of the 2.0-liter 4-cylinder engine. How much? It’s too early to tell, but the Prius GR will reportedly be powerful enough to warrant a number of chassis changes. It will get a firmer suspension system to reduce body roll and improve handling and bigger brakes to keep the extra power in check, and weld-related modifications will make the body more rigid. The usual assortment of visual tweaks inside and out will set the GR apart. Toyota hasn’t commented on the report, and it hasn’t announced plans to build a Prius that feels at home on a track. If the report is accurate, the Prius GR will make its debut at some point in 2024. There’s no word yet on whether we’ll see it in Europe. +++