+++ ASTON MARTIN is limiting exports to the United States because of new tariff rules. It also reported falling sales. Aston Martin told investors it is leveraging its stock of unsold cars currently held in the US, rather than exporting large numbers of new vehicles to the US which will be hit by a 25% tariff due to new rules from president Donald Trump. The company nevertheless kept its financial guidance for 2025 unchanged as it continues to push through a major turnaround plan. Adrian Hallmark, Aston Martin chief executive, said: “We are carefully monitoring the evolving US tariff situation and are currently limiting imports to the US while leveraging the stock held by our US dealers. We remain vigilant in monitoring events and will respond to changes in the operating environment as they materialise”. Aston Martin is among European car manufacturers who have seen shares slide in value in recent months over concerns about the potential impact of tariffs on demand for their vehicles in the US. Last month, Aston Martin marginally reduced its sales guidance for the year due to fears the tariff rules could dampen wholesale volumes. The company, which makes around 30% of its sales through the US, stressed that the ramifications of the tariffs are still “uncertain”. It came as the firm also reported that operating losses grew for the first 3 months of 2025. Meanwhile, it reported a pre-tax loss of £79.6 million for the quarter, down from a £138.9 million loss a year earlier. Total revenues dropped by 13% to £233.9 million for the quarter. It cited lower sales of high-value ‘special’ cars (such as the Valour) as a key reason. The news comes amid a significant overhaul at Aston Martin as it seeks to shore up its long-term finances. In February, it said it plans to sell its minority stake in the Aston Martin Aramco Formula One team and confirmed that Lawrence Stroll’s Yew Tree Consortium would invest a further £52.5 million to grow its stake in the business. Aston Martin said the 2 deals were expected to improve the group’s liquidity by more than £125 million. Aston Martin almost halved its losses during the first 3 months of 2025 compared with the same period a year ago. +++
+++ The AUDI Q4 E-TRON is about to receive its first big set of updates since it went on sale in 2022 and the changes appear both outside and in. Key changes start with the front-end, thanks to a new bumper and larger lower-intake. The headlights will be the same shape as the existing model’s, suggesting the looks won’t be radically different, although I expect it to be smoother and less complex. It will be topped off by the new flat Audi badge. The sills and rear end will also change. The rear lights will to be shared with the current car, however, retaining the same thin light bar that stretches across the tailgate. These changes will be applied to both the standard body style and the Sportback. The updates inside could be more substantial. For a start, the interior will feature the same huge dual-screen display as in Audi’s latest models. This will likely incorporate a 14.5-inch touchscreen and a smaller 10-inch driver’s display screen in the one curved housing. The system will also integrate all of the car’s major functions, including the climate controls, which were previously on a separate bank of switches. This new set-up replaces the ageing 11.6-inch display of the current generation, and has required a redesign of the entire dashboard and centre console. It also gives Audi the chance to right some of the quality deficiencies of the existing model. I don’t yet know whether there are updates to the powertrain or chassis, but the Q4 has been continually updated with small upgrades to the battery’s efficiency, and therefore its range. As it stands, there are 2 motor options, with single-motor rear-wheeldrive and dual-motor all-wheeldrive layouts, with 2 battery sizes. By contrast, Volkswagen has a new 79 kWh option for its ID.3 and ID.4, which could form a basis of a new flagship powertrain option for the Q4 e-Tron. Expect to see the new model later this year, with sales kicking off before the beginning of 2026. +++
+++ There’s been plenty of speculation surrounding the next generation BMW M3 . We know it will be electric with an 800 volt architecture delivering upwards of 700 hp. But BMW will also build a petrol-powered version alongside the EV, and new details tell us exactly what might power it. BMW Neue Klasse boss Dr. Mike Reichelt said that, not only will this next M3 be the “best M car ever dynamically”, but it will have a petrol engine unique from the current model. “We’re also going to offer the M3 with a new type of 6-cylinder engine”, Reichelt noted, “because we understand it may be early for some committed M fans to make the switch to electric cars. But we are convinced the fully electric M3 is going to hit new heights and reach new target groups, because it’ll behave completely differently”. The current BMW M3 uses an S58 twin-turbocharged 3.0-liter inline-6, which makes up to 530 hp in its most powerful spec. There’s reason to believe this “new” 6-cylinder engine could be a hybridized version of the current S58, but we won’t know until we see it. That said, it should be significantly more powerful than the current version, potentially matching the 700 hp expected in the all-electric variant. And if you were worried about BMW taking the Mercedes-Benz route and downsizing its performance engines, don’t be. The company has already said it would be “really difficult to downsize” to a 4-cylinder engine in the M3. The next M3 will also introduce BMW’s new “Heart of Joy” performance control unit, previewed on the Vision Driving Experience concept. The Heart of Joy system integrates controls for the drivetrain, braking, energy recuperation, charging, and steering into one unit that processes information 10 times faster than previous systems. In short, BMW promises “exceptional precision”. Reichelt emphasizes the importance of dynamics in the electric M3, not just straight-line performance: “It’s no longer about making a car that has the fastest 0-100 kph time”, he told, “but rather a car that offers precise dynamics. That’s what our control unit does; you go into a bend with a certain steering angle and don’t need to make corrections mid-corner”. So, when will we see this new inline-six in action? The Neue Klasse BMW 3 Series is expected to debut sometime this year before going on sale early in 2026, while the M3 won’t show up at least until the following year. Expect it on sale late in 2026 or early in 2027. +++
+++ CHINA is building an army of hackers. Washington and Beijing actively engage in cyber espionage for strategic advantage. But leaked files now suggest how rapidly China is catching up in preparation for any future conflict. +++
+++ The DACIA JOGGER is set to get a facelift later this year. the updated Jogger was caught testing in late 2024. If you think the Jogger has been refreshed once already, you’re not wrong. Shortly after the car was launched, it received a couple of styling tweaks to incorporate Dacia’s latest brand identity, including its new ‘link’ badge on the nose and front grille pattern. However, all of the brand’s cars received the same treatment. Since the Jogger launched however, Dacia has introduced the all-new Bigster and the third-generation Duster, plus the tiny Spring. To keep the Jogger looking fresh against its newer siblings, Dacia is giving it a complete front-end makeover, some tweaks to the rear and potentially some updates inside. The Jogger will get a new headlight signature and the funky cubic pattern on the redesigned upper and lower grilles. The reshaped front bumper will get air curtains to promote aerodynamic efficiency, and a set of fog lights. The body of the Jogger looks largely unchanged, but there will be revised taillights. Wheelarch cladding will be retained to help the Jogger adhere to Dacia’s rugged, off-road style, despite it coming with front-wheel drive only. A 10.1-inch touchscreen, already available in the new Duster, could replace the existing car’s 8 inch unit. From my experience of the Duster and Bigster, which share the same set up, the new screens (not to mention Dacia’s latest infotainment system) will be a big improvement on the Jogger’s current standing. The Jogger will remain the only 7-seater in Dacia’s line-up, after CEO Denis Le Vot recently confirmed that there will not be a 7-seat version of the Bigster. I am expecting some changes under the Jogger’s bonnet as well. In particular, the current entry-level TCe 110 pure-petrol engine will be swapped to the more powerful and more efficient TCe 130 mild-hybrid engine from the Duster. The Jogger Hybrid could also be replaced by the all-new Hybrid 155 powertrain that’s being introduced in the Bigster. It’s very similar to the current Hybrid 140 set-up, but consists of a larger 1.8-litre four-cylinder petrol engine and 6-speed automatic gearbox, plus one main electric motor, a separate starter generator motor and a bigger 1.4kWh battery. The Hybrid 155 should result in a bump in efficiency too. I don’t expect the facelifted model to be officially revealed until sometime in 2025, and the first examples might not start hitting the streets until 2026. +++
+++ FORD ’s iconic Fiesta nameplate could rise from the ashes with help from Volkswagen, with the 2 brands said to be exploring new projects after a “very successful” first endeavour. The final Fiesta rolled off the production line in July 2023, significantly altering the automotive landscape in the process. But the success of the deal that let the Explorer and Capri models use the underpinnings of VW’s ID.4 and ID.5 means a surprise return could be on the cards. While nothing is yet confirmed, Volkswagen’s head of sales and marketing, Martin Sander, exclusively told that he considered Ford and VW’s original electric-car tie-up to be “very, very, very successful” and that he did “not want to rule out that there are future opportunities here to share technology again”. The statement from ex-Ford of Europe man Sander could therefore open up the possibility of a new breed of Ford-badged small cars and superminis, based on the shortened MEB Entry platform set to underpin the ID.1 and ID.2. Doing so could see the reborn electric Fiesta feature up to 450 km of range and DC fast-charging speeds of 125 kW. The initial agreement Volkswagen came to with Ford was, according to Sander, “an opportunity for VW to scale even more than we can, on the basis of the size of our business”; something that could, in theory, be repeated with a second round of smaller, more efficient family cars. Ford is heading into a potentially pivotal period as it plots its European future; the Puma remains a big seller, yet with its current starting price it’s not the affordable entry-point it once was. But as the maker has hinted previously (first by removing the Fiesta and soon the Focus from sale) it has become increasingly difficult to make money on city cars and superminis. While Ford refused to confirm whether talks were on the horizon, it said: “Ford is confident in its ability to compete in the right segments”, implying it’d keep an eye on market trends and invest as appropriate. The firm dismissed the idea of putting a Fiesta-shaped top-hat on its new Puma Gen-E running gear, suggesting the already tight margins would be all but eroded, especially when throwing third-party suppliers into the mix. It’s worth noting that Ford also has its California-based Skunkworks team, which has been tasked with developing a ‘new affordable electric vehicle platform’ referenced in communications made public last summer. However, the project appears, at least initially, to be focusing on ‘a medium-sized pick-up’, hinting anything as small as a Fiesta may prove a stretch too far. We should get clarity on Ford’s passenger-car line-up and future EV strategy in the coming months. In August, the maker said it would “provide an update on electrification, technology, profitability and capital requirements in the first half of 2025”. +++
+++ The market for luxury cars is booming. In the last 5 years, brands like Bentley, Ferrari, Lamborghini and Rolls-Royce all raked in record sales. Ignoring the societal implications, one thing is clear: More people have huge money to spend. That success isn’t reserved just for the highest of high-end manufacturers, either. Some “attainable” luxury brands are so flush with cash that they’re turning to fashion and high-end real estate, giving buyers more ways to wrap themselves in the proverbial flag. Other automakers are privy to the fact that luxury sells. MAZDA saw the writing on the wall 3 years ago when the company announced a plan to transition into a “traditional mainstream premium” brand. But what exactly does “premium” mean for Mazda? And more specifically, what does this move mean for the MX-5 long-term? Well, in Mazda speak, “premium” doesn’t necessarily mean “luxury”. That said, the company is indeed aiming for a higher-end, more “boutique” customer, says Jon Leverett, Mazda’s project manager of strategic planning and integration. “It doesn’t necessarily mean we are abandoning the mainstream segment”, Leverett tells me. “We want to expand our top-end options, especially with the CX-60 and CX-80. But we say ‘premium’ because we’re different from a traditional luxury brand… It’s not about price as much as it is about the value of the car, what it’s giving you. It’s well-priced: not the lowest, not the highest. But what we’re putting into the car is worth it”. The question here is how Mazda’s iconic sports car fits into the brand’s new ethos. Luxury automakers aren’t exactly known for their affordable, lightweight sports cars. The BMW Z4 M40i and the Porsche 718 Boxster / Cayman both are quite expensive. At Mercedes-Benz, the SL doesn’t come cheap. Otherwise, the pickings are slim. But Mazda isn’t trying to compete with the Germans. As Leverett reiterates, “premium” doesn’t necessarily mean “luxury”, and by Mazda’s measure, the MX-5 is already plenty premium. “We still consider the MX-5 our halo car”, says Leverett. “It’s interesting because it isn’t the most expensive Mazda, which is typically compared to other manufacturers. Despite the price tag though, we consider the MX-5 premium because of how unique the product is. Everything about that vehicle is premium in the way it’s built and crafted, especially now more than ever. The driving experience is so unique; there aren’t many competitors that come close to what the MX-5 offers”. While Mazda believes the MX-5 is currently in a prime position to compete in the premium space, the sports car is a decade old as it sits; a long lifespan for any vehicle. The ND generation went on sale for the 2015 model year and has seen a few modest updates in that time, getting a reworked engine in 2019 and some minor visual tweaks just last year. Mazda has been mostly quiet on the details of the next-generation MX-5. The company has subtly hinted at an electrified or hybridized rotary powertrain, though nothing has been officially confirmed. But in 2023, Mazda debuted a concept that many believe may have already previewed the next Miata: The Iconic SP. Even though the concept is nearly 25 cm longer, 10 cm wider and about 400 kilos heavier than the current MX-5, in part due to its complicated rotary hybrid powertrain, designer Masashi Nakayama said it “could easily be shrunk down to MX-5-like proportions”, which is good news. And Mazda executives in Japan have already confirmed that the Iconic SP was “designed with real intent to turn it into a production model in the not-so-distant future”. As it sits, though, the Ionic SP concept would make a lot of sense in Mazda’s now more premium line-up. The car has beautiful lines, a high-end interior and a 365 hp powertrain that slots in nicely against alternatives like the BMW Z4, Porsche Cayman and Toyota Supra. And Mazda isn’t shy about the fact that it wants another sports car above the MX-5. “That’s always the dream for Mazda, we want to come back out with another sports car”, says Leverette. “Historically our line-up has always had a couple of sports cars. Those are our roots and that’s what we want to have out there. So yes, the ideal state is to have a higher-end sports car maybe above the MX-5. If and when, who knows, but because we are independent, we are focusing on growing the volume with our SUVs so that we can hopefully afford a new sports car like that”. Whether or not the Ionic SP yields a new MX-5 (or, in a perfect world, something else above it), the company remains bullish on the fact that sports cars (and specifically roadsters) remain an integral part of Mazda’s DNA. CEO Masahiro Moro said last year: “The roadster is the icon of Mazda’s brand, and the rotary EV is a concept for the future iconic model”. So for now, at least, Mazda believes its ubiquitous sports car still makes sense. The quality of construction and the driving experience more than meet the demands of a more “premium” buyer. Will the MX-5 look different in a decade? Very likely. Will we see some form of hybridization down the line? Entirely possible. But one thing’s for certain: The MX-5 isn’t going anywhere. +++
+++ MERCEDES will emphasise “respect” with a new design language for its future models, as it refreshes its line-up and moves to unite the styling of its electric and combustion cars. The move is part of a drive to differentiate upcoming Mercedes models from their rivals – especially important as its core segments swell with new entrants from less established marques, and to strengthen their desirability as luxury products. Design boss Gorden Wagener told at the Shanghai motor show that “the worst part of new design trends is having no identity” and Mercedes wants to avoid its cars falling into what he calls “the sea of sameness”. That is particularly important in the premium segments, where cars must be more than just transportation devices, he said. “I think when it comes to luxury, you start a love affair with the car. You attach emotion to it. You don’t just want to have an appliance that gets you from A to B”. A Mercedes should not, he said, “be like a fridge – something you need”, because “luxury is something you want, not what you need”, adding: “We don’t build appliances on wheels”. Therefore, going forward, Mercedes will “put more emphasis” on respect in the design of its vehicles, “because that’s what people expect from us when they buy a Mercedes”. “You deserve some respect. You’ve made something out of yourself and you’ve been successful in life, so you deserve some respect for that”. Some of the cues Mercedes will deploy to achieve this were previewed by the outlandish Vision V concept, which Wagener described as “damn sexy” and “very close to production”, at Shanghai. “When you look at the front, you see that this car offers a lot of status and respect”, he said. “And this is one aspect of the brand: one is love, one is respect”. Key to achieving this is the “iconic signature grille that nobody else has”, Wagener suggested, which allows Mercedes to “stick the cars out from the sea of sameness on one hand, and the other thing is that when you have this huge illuminated panel, you tailor to that analogue luxury appeal on the street”. He added, though, that implying respect with a bold vehicle design doesn’t necessarily mean installing bigger and bigger grilles but rather emphasising the shape and recognisability of the front end. “You see a lot of big grilles out there, and this alone is not necessary. Respect probably has to do with the sublime. When you look at buildings, churches, temples, they have to have a deeper meaning, and this Mercedes grille is probably the best known around the world, so it has a meaning that many people associate with a lot of things, and no other brand has that”. Crucially, this new approach will apply to both petrol cars and electric vehicles in the future, as Mercedes will no longer design cars differently according to which powertrain they use. The EQE and E-Class, for example, will be brought closer in line, and the EQS is set to simply be replaced by an electric derivative of the next S-Class. The new CLA and upcoming GLC likewise will be all but identical whether specified with ICE or electric power. “We will definitely move away from that”, said Wagener about having two design languages at the same time. “There’s no point, just because it’s a different transmission. In the first generation, we did purpose design because it was special and people want to show they are driving electric cars, and to make them a bit different, more aerodynamic and futuristic-looking”. But now, he said, “it doesn’t really matter. What matters is the brand: Mercedes. So we will put the emphasis on that, emphasis on the respect, and the identity of the front to make Mercedes stick out. For me as a designer, I don’t care if it’s electric or combustion; it’s a Mercedes. We opened the zipper to do purpose design for combustion and electric, and now the zipper will close again”. +++
+++ Spanish 4×4 manufacturer SANTANA has been revived with the backing of Chinese firm Zhengzhou Nissan, a joint venture of Nissan and Dongfeng. Santana said it has worked with Zhengzhou Nissan and Chinese firm Anhui Coronet Tech on an “entirely new vehicle” that will offer a choice of diesel and plug-in hybrid powertrains. It will be built at the old Santana plant in Linares, Andalusia, and has been “designed for off-road enthusiasts”, suggesting it will rival the Ineos Grenadier Quartermaster. Further details remain under wraps, but teaser images posted to the company’s website suggest it’s a chunky, high-riding pick-up, most likely based on the Nissan Frontier Pro that was unwrapped at last week’s Shanghai motor show. That PHEV model matches a turbocharged 1.5-litre petrol 4-pot with a single electric motor for combined outputs of 407 hp and 800 Nmft of torque. It can be driven for up to 130 km under electric power alone, albeit according to the lenient range tests used in the Chinese market. The original Santana company was established in 1956 and 2 years later, it started producing Land Rovers in Spain under licence. It was granted the right to launch its own variants of Land Rover models in 1980, spawning models such as the Ligero and PS-10. It partnered Suzuki in 1985 and thereafter built versions of the Samurai, Jimny and Vitara under licence. Between 2007 and 2011, it built a restyled version of the PS-10 for Iveco, named the Massif. Sales fell short of expectations, however, so Iveco terminated the deal, effectively killing Santana. The firm went into liquidation in 2011. Santana isn’t the only Spanish brand to have been revived with Chinese backing recently. Former truck maker Ebro has returned with the backing of Chery and now produces rebadged Tiggo SUVs at a former Nissan factory in Barcelona. +++