+++ A recent Bosch test drive of over 3.000 km in a mix of climatic conditions on public roads has paved the way for the market launch of a BRAKE BY WIRE this autumn. Orders are already in place from various vehicle makers and Bosch expects 5.5 million vehicles globally to be equipped with brake-by-wire by 2030. Drive-by-wire is a seemingly exotic concept whose essence is to remove the driver from direct mechanical or hydraulic contact with the car’s steering or brakes. Instead, the driver’s inputs through the steering or brake pedal send an electronic signal to a computer, which activates the brakes or steering through actuators instead. A full brake-by-wire system would not only decouple the driver from the brakes but also switch to a ‘dry’ system, with hydraulics replaced by electromechanical brake calipers. Although the Bosch system mechanically decouples the driver from the system, sending an electronic signal instead, the brake calipers are still applied hydraulically. In a conventional braking system, the brake pedal acts directly on a master hydraulic cylinder, usually mounted ahead of the driver on the firewall in the engine bay. But Bosch’s set-up removes the need to mount any braking system components on the firewall. Instead, they can be mounted where it best suits NVH (noise, vibration and harshness), crash safety and ease of manufacturing. The brake pedal sends a signal to hydraulic brake-by-wire and ESP actuators that work independently of one another and can both build up hydraulic pressure to apply the brakes on all four wheels. Each is connected to its own electrical channel, so if anything goes wrong with one, the other can still do the job. This feature, called ‘redundancy’, is something all such electronic safety-related systems have. Perfecting reliable brake-by-wire systems is becoming more pressing as the use of automated driving features ramps up and with the possibility of fully autonomous cars on the horizon. Continental introduced a similar technology, the MK C1, in 2016, which was adopted by Alfa Romeo for the Giulia and Stelvio in 2018. In 2022, it evolved into the MK C2 and is described as a ‘one-box solution’ because it integrates the master cylinder, brake booster and control systems (ABS and ESC) into a single, compact unit. The brake pedal is decoupled from the hydraulics and actuates a pressure pedal-feel simulator to “provide the driver with a familiar braking experience”. Continental says one advantage to the driver is no change in pedal feel during regenerative braking on an EV, or when blending recuperative braking with the conventional friction brakes. Brake-by-wire systems should help with energy efficiency too. Continental says its system leaves no residual pressure in the brake calipers after braking, translating to a reduction of 5 gram/km of CO2 in WLTP testing. +++
+++ The G-CLASS is a veritable icon within the vast Mercedes-Benz line-up. It makes us wonder why the Stuttgart-based automaker has yet to capitalize on the off-roader’s brand power by launching derivatives. There have been special editions like the Maybach G 650 Landaulet, 4×4 Squared and the bonkers 6×6, but not permanent additions to the line-up. Finally, a smaller and presumably cheaper alternative to the go-anywhere SUV is happening. It will be part of what the company calls its “biggest-ever product launch campaign”. In a press release published this week, the German luxury brand promised that the “legendary G-Class family will be expanded with a new smaller version”. In a new teaser, the g (written in lowercase) appears all covered up at the bottom of the G-Class pyramid. It’s not the first time I’ve heard about a downsized variant. Mercedes dropped a design sketch of what company CEO Ola Källenius called the “Little G” in September 2023 at the IAA Munich show. During the event, the head honcho called it the “son or daughter of the iconic big G”. The original teaser of a boxy SUV didn’t reveal anything either, as that white outline might as well depict a Suzuki Jimny. Ideally, Mercedes would echo the Japanese off-roader by selling 3- and 5-door variants. Mercedes remains tight-lipped about the G-Class offshoot, even though the model was first announced about a year and a half ago. The most significant piece of the puzzle we’re missing is not necessarily the design but if the Little G will share hardware with the full-fat Geländewagen. Will it have a body-on-frame platform or will it be unibody? Either way, it must have true off-road chops to live up to the G’s fame. 2 years ago, Autointernationaal.nl reported that the petite G-Class would be mechanically related to the next-gen CLA, which premieres next month. If true, the g won’t have a ladder frame, which would surely upset purists. Assuming it’s related to the baby Mercedes sedan, expect a fully electric version, potentially joined by a mild-hybrid powertrain based on a new 1.5-liter, 4-cylinder gasoline engine. We should point out that Mercedes has bigger fish to fry, so the g might have to wait. In addition to the new CLA, the revamped compact car family will include replacements for the CLA Shooting Brake, GLA/EQA, and GLB/EQB. Moving higher in the portfolio, electric versions of the C-Class, E-Class and GLC are coming. The S-Class is getting a “major upgrade” in 2026, and AMG has a pair of EVs developed entirely in-house on the way. +++
+++ MASERATI has officially cancelled the MC20 Folgore, as reported last week. Confirming the news, a company spokesperson said the decision was made due to insufficient demand for an electric supercar. It was originally one of six Maserati EVs due by next year, promising a huge power output and a similar character to the existing V6-engined MC20. The news comes after Maserati owner Stellantis wrote off an investment of some €1.5 billion in the Italian brand, which executives partly blamed on a slump in sales in China, its second largest market, behind the US. “We have to recognise the dynamics in that business, particularly in the Chinese market, and our expectations in terms of how quickly that luxury market would transition to electrification”, said Stellantis CFO Doug Ostermann. Maserati’s sales more than halved last year, falling to 11.300. In turn, it lost €260 million, having recorded a profit of €141 million in 2023. Instead of the Folgore, Maserati will comprehensively update the existing MC20. This is most likely to draw on the developments from the new MC20 GT2 Stradale, which brings an extra 10bhp (boosting the model to 640 hp), 60 kg in weight reduction and a track-focused chassis set-up. The move suggests that Maserati is rethinking the revival plan it formulated when it came under Stellantis ownership four years ago, which culminates in phasing out ICE cars in 2030. It also brings into doubt the future of the next-generation Levante, due in 2027, and the new Quattroporte saloon, which was previously delayed by three years to 2028. +++
+++ MERCEDES held its annual results conference this week, outlining how it intends to become “leaner, faster, and stronger”. The theme of its new roadmap is “mastering transformation” and it’s not just marketing fluff. The 3-pointed star has a busy agenda, which includes planning electric C-Class, GLC and E-Class models and a “major upgrade” for the S-Class. The flagship will retain one of its most important assets: the V12 engine. The German luxury brand is expressing its long-term commitment to the venerable 12-cylinder powerhouse, but the twin-turbo 6.0-liter engine will continue only in “selected markets”. Presumably, in regions of the world where emissions regulations are more relaxed. Mercedes installs its largest combustion engine in the Maybach S-Class S 680 and the armoured S-Class Guard. Separately, AMG supplies a V-12 to Pagani for its Utopia hypercar. Mercedes is the only brand from the German luxury trio to retain the 12-cylinder mill in its portfolio. BMW killed the M760i in 2022 with the previous-generation 7 Series in the limited-run Final Edition flavour exclusive to the United States. As for Audi, the W12 died after the previous-generation A8 was retired in 2017. The current model was supposed to get the 6.0-liter unit, but the Four Rings had a change of heart, although prototypes based on the “D5” generation were built. Back to Mercedes, I’m happy to report that the V8 is also staying. AMG is developing a “next-generation, high-tech electrified V8” for future models riding on its in-house AMG.EA platform. The announcement tells us the new architecture will also support combustion engines rather than being EV-only. The new/updated engine has been developed to meet future Euro 7 regulations, so thankfully, it won’t be outlawed in the 27 countries of the European Union. There’s no word about the fate of the inline-6, but since the bigger engines are staying, logic tells me that Mercedes won’t give up on the 3.0-liter unit either. Moving down the range, get ready for a “48 volt electrified high-tech 4-cylinder engine”. It debuts next month in the new CLA, in which the small 1.5-liter unit will be hooked up to an 8-speed, dual-clutch automatic transmission. Mercedes developed the smaller engine but the 4-pot will be “industrialized with a partner in China” (Geely). Mercedes projects that plug-in hybrids and EVs will account for only 30% of its total sales by 2027. The other 70% will be ICE cars, many with 48 Volt technology. This reality check shows the company was overly ambitious with its previous electric goals. As early as 2030, the company had intended to go purely electric “where market conditions allow.” That’s not happening anymore, as the world just isn’t ready to go all-in on electric cars. +++
+++ TESLA wants to offer ride-hailing services in California. According to documents viewed by Bloomberg, Tesla applied late last year for what’s known as a transportation charter-party carrier permit from the California Public Utilities Commission, a classification that means Tesla would own and control the fleet of vehicles. The application suggests Tesla is working to launch a ride-hailing business in the near term, putting it in competition with the likes of Uber, Lyft and Waymo, and opening a new revenue stream while its traditional car-selling business falters thanks to growing disdain for its chief executive. +++
+++ In the UNITED KINGDOM , one in every four new cars sold last month was electric, as registrations surged by a huge 41.7% compared with February 2024. According to data from the Society of Motor Manufacturers and Traders (SMMT), 21.244 new EVs were registered in the UK last month. The SMMT attributed the significant growth to buyers rushing into electric cars to avoid being hit by incoming changes to their taxation. From 1 April, drivers of EVs will be required to pay vehicle excise duty (VED) for the first time, at a flat rate of £195 per year; and those driving new EVs with a list price north of £40.000 will also need to pay the expensive car supplement: £3.100 over the first six years of the car’s life. While sales of electric, plug-in hybrid and hybrid cars all rose last month, sales of petrol and diesel cars dropped. Totals of 39.865 petrol cars (down 17.3% compared with February 2024) and 4.241 diesels (down 15.1% year on year) were registered. The drop in petrol car sales in particular meant the total number of cars registered fell by 1% compared with a year ago, at 84.054. That made February the fifth consecutive month in which the UK’s new car market slumped, although there were some signs of recovery, as retail sales grew for the first time since August last year. A total of 29.947 cars went to private buyers; up 4.6% compared with a year ago. The best-selling car last month in the UK was the Mini Cooper (sold in both UK-built petrol and Chinese-made EV guises), with 2.074 registrations. It was followed by the Tesla Model 3 (1.990 units) and Tesla Model Y (1.861). After 2 months, the most popular new cars of 2025 are: 1. Kia Sportage – 4.992 units, 2. Nissan Qashqai – 4.948 units, 3. Vauxhall Corsa – 4.625 units, 4. Volkswagen Golf – 4.302 units, 5. Nissan Juke – 3.943 units, 6. Peugeot 3008 – 3.851 units, 7. Peugeot 2008 – 3.826 units, 8. Mini Cooper – 3.802 units, 9. Ford Puma – 3.798 units and 10. Volkswagen Tiguan – 3.676 units. +++
+++ The new VOLKSWAGEN ID.EVERY1 is being developed entirely as a stand-alone model with no current plans for related cars from sibling brands Seat / Cupra and Skoda, according to the firm’s technical chief, Kai Grünitz. This is because of the uncertainty over the growth of the electric city car market in the coming years, said Grünitz, although he hinted that the ID 1’s platform will eventually be used for such models once a business case can be shown. The new electric city car is due on sale in 2027 with a starting price of €20.000. The ID.Every1 sits on a new version of the front-wheel-drive MEB Entry platform, which will also underpin the forthcoming ID 2all, Cupra Raval and Skoda Epiq. Those 3 Volkswagen Group models were all developed alongside each other and the economics of scale derived from the three models was key to their development. The Volkswagen Up, the ID.Every1’s spiritual predecessor, was also made viable by being developed alongside the near-identical Skoda Citigo and Seat Mii. Despite that, Grünitz said the production version of the ID.Every1 is not being developed alongside any VW Group siblings. Asked why the VW Group isn’t developing multiple models from different brands alongside the ID.Every1, Grünitz said: “This touches a little bit the question of why do we come with the ID.Every1 in 2027? We see the market is developing right now, especially in the A00 (city car) market. We think it will grow in the next few years, so we really think that coming in 2027 is the right time, especially with all the rumours around combustion engines and how do we end them in Europe. So I think 2027 is the right point of time for the ID 1, and if the market really goes up, we can easily decide then to bring Cupra or Skoda models, but not yet”. The ID.Every1 is also the first project in which Volkswagen is applying a reduced development timeframe, in part due to the use of an advanced new software system that has been developed in a joint venture with US EV start-up Rivian. That system allows for a lot more virtual testing and development, reducing the number of prototype models required. Grünitz said the new software architecture and other related systems should cut the development time to around 3 years but it will also give the VW Group the flexibility to develop derivatives from other brands more quickly. Grünitz said: “When we are faster, we can decide and be really quick into the market with a new model”. Despite Grünitz’s comments, Seat and Cupra boss Wayne Griffiths has previously told that the firm is committed to offering a €20.000 electric city car which could well carry a Seat badge. That project would certainly use the ID.Every1’s platform, but Griffiths has given no indication of the timeline. The ID.2all, Raval and Epiq will be built at the Seat/Cupra factory in Martorell, Spain, so the brand’s immediate priorities in the small car market will be focused on ensuring those €27.000 (Dutch pricing) models are a success. +++
+++ VOLVO is preparing for a future without traditional estate cars, but believes it’s already launching models that offer the same qualities. The evolution of its saloons into liftbacks like the ES90 and the rise of popularity of SUVs means that Volvo believes it can still cater for people who traditionally bought the likes of the V60 and V90. The brand has found success with SUVs like the XC60 and XC90 over recent years, and now it has morphed its saloon offering into a high-riding, spacious liftback in the form of the ES90. While the ES90 is nominally a saloon, it rides higher with more ground clearance and adopts a sleeker roofline for better aerodynamics, as well as hatchback- and estate-style 40:20:40 split rear seats. When asked if Volvo could have a future without SUVs, CEO Jim Rowan said: “Yeah, because I think it’s changed, right? SUVs have changed with ride height. One of the things that changed over the years is the decision makers of buying a Volvo car over-indexes to women, because they like a higher ride height. “Then with our saloons, with the ES90 you will see we’ve brought the ride height up, rather than down. You get so much room in an EV car. You don’t have an engine, so you can push the cabin forward and get a lot of space”. A commitment in principle from Rowan to Volvo’s ‘8×8’ long-term strategy, which will yield 8 models over an 8-year cycle, with a heavy update halfway through each car’s lifecycle, doesn’t leave any obvious product space for an estate either. Indeed, Rowan said it could end up being a 7×7 strategy, with 7 models instead, leaving even less room for niche models. With a future EV range of EX30, EC40, EX40, EX60 (which will arrive in 2026), ES90 and EX90 models and the China-only EM90 MPV taking Volvo to 7 models globally, the only obvious gap is for a smaller, ES90-type vehicle named ES60 that could adopt a more fastback-like body. “It’s expensive to bring different models to the market, it’s expensive to keep those models in the market and it’s expensive to launch them from a marketing point of view”, said Rowan on why Volvo cannot go and explore different niches. Instead, he will try to broaden the scope of existing models. For example, Rowan said the XC60’s role will be expanded to fill that previously occupied by the V90. “Rather than bring a V90, for example, are we better to position that car (the XC60) in a slightly different way? We have the Black Edition, we have the Cross Country. So we then now have different editions of the same base car. “It’s much, much cheaper and much more cost-effective for us to drive more volume through that same platform and that same form factor. “We’re a reasonably small company with limited resources. We are making very conscious choices about where we want to play the game and where we’re differentiated”. When asked about the impact that tariffs were having on Volvo’s car production, Rowan said “it had become a lot more complex. We’re lucky that we have manufacturing facilities in Europe, North America and China, so we have that and it gives us flexibility”, he added. Volvo is moving EX30 production from China to its plant in Ghent, Belgium in response to European tariffs on Chinese-made EVs. The ES90 will be built at Volvo’s factory in Chengdu, China initially, Rowan said “does cut down the amount of markets we’re able to sell” the car in, including in Europe, where it will attract 30% tariffs, and particularly the US, where it would attract 112.5% tariffs. “So that takes that off the table”, he said, although he added that “he does have capacity in Charleston”, Volvo’s North Carolina plant, and ES90 production for the US coming from there is an option. +++