+++ BMW is preparing to reintroduce a range-extender (REx) drivetrain to its line-up as part of a renewed push to offer pure-electric driving without the constraints of charging infrastructure, and its first REx model will be the upcoming 6th generation X5. Engineering work is claimed to be already well under way in partnership with long-time component supplier ZF and high-ranking BMW sources say the decision to revisit the range-boosting technology comes as global sales of REx models are gaining strong momentum, particularly in China, BMW’s largest market by sales volume. BMW plans to deploy its new range-extender drivetrain in some of its most popular SUV models for markets where charging networks remain under-developed and buyer hesitation around pure-electric drivetrains persists. REx tech is expected to provide potential electric ranges of well over 1.000 km between refuelling. In addition to the X5, a REx drivetrain is also being considered for the recently introduced 6th generation X3 and the second-generation X7, due out in 2026. All three models are based on BMW’s 10-year-old CLAR (Cluster Architecture) platform. BMW is no stranger to range-extenders. It first offered the technology in a production model in 2013 with the i3 REx, which offered an optional 2-cylinder petrol engine to maintain battery charge, but the firm has not rolled the tech out to any other models following the i3 REx’s retirement in 2018. BMW board members were this week due to review the final specification with engineers, prior to signing the range-extender off for production. The X5 is currently the only BMW to be sold with 4 different drivetrain technologies, including petrol, diesel, plug-in hybrid and hydrogen fuel cell. The last of those is a low-volume model but has played a prominent role in the company’s recent zero-emissions research and development activities. At this stage, it is not known whether the new petrol-electric range-extender will be offered as an alternative to the existing plug-in hybrid drivetrain used by the X5 xDrive45e or whether it will supplant it. ZF’s newly developed range-extender architecture consists of 2 variants: the eRE and eRE+. The former combines an electric motor, planetary gearset and integrated converter. The latter adds a clutch and differential, enabling it to serve as both a generator and a secondary drive source. Output of the combustion engine ranges from 150 hp to 204 hp. ZF’s eRE and eRE+ units can operate at peak efficiency, running the combustion engine only within its optimal rev range. This not only improves fuel economy but also reduces emissions and complexity, offering shorter development cycles and more affordable production than traditional hybrid set-ups. BMW is expected to combine elements of the ZF system with its 6th generation electric drivetrain, which uses an 800 Volt electric architecture. A key part of the development has involved leveraging experience from the experimental iX5 Hydrogen programme. Although hydrogen-powered, the iX5 employs a system that mirrors the REx format: a fuel cell acts as an on-board generator, producing electricity to charge a buffer battery that then powers the electric motor. The vehicle has no mechanical link between the power unit and driven wheels; a layout that BMW aims to replicate with its combustion-equipped range-extender. BMW engineers working on the project told that adapting a combustion engine for this new application is not as straightforward as it might appear. “It’s not a simple case of taking the battery we use for our plug-in hybrids or pure-electric models and applying them to a range-extender”, said one source. “The cycling efficiency is different, as is the thermal load. In a range-extender, you have a continuous charging effect while the engine is running. The entire energy management strategy must be tailored for that”. However, the REx is not the only new drivetrain set to be brought to the X5. A new pure-electric version of the US-built SUV is planned for sale in 2026. It will use the same 6th generation electric drivetrain and cylindrical cell battery technology that is set to be launched on the first of its Neue Klasse models, the second-generation iX3, later this year. BMW says its upcoming Neue Klasse EVs, including the i3, iX3 and iX5, will represent a “quantum leap forward” in terms of technology compared with its current EVs. Chief among the upgrades for this next generation is a new type of nickel-manganese-cobalt (NMC) battery with cylindrical cells, which is said to be 20% denser and easier to package than modules (made up of square cells) found in today’s ‘Gen5’ lithium-iron-phosphate (LFP) packs. The results, BMW claims, are a 30% increase in range, a 20% uptick in efficiency and 30% faster charging. Production costs are also 50% less, it has said, suggesting potential for lower prices in the showroom too. +++
+++ BMW Z4 might be sticking around for longer than expected. The German roadster was rumoured to bow out in October, though a report dating back to 2023 suggested production had been extended to March of next year. Now, a new rumour claims Z4 production has been stretched even further: to May 2026, but only for American-market cars. The reason for the extension is not known, but I can make a couple of educated guesses. Sales of the Z4 jumped by 13.1 percent in 2024 after BMW finally made the manual transmission available in the United States. A spokesperson confirmed to Motor1 earlier this year that the stick shift “absolutely” contributed to the Z4’s sales growth. “The response has been wonderfully enthusiastic”, they said. Upon seeing the increase in sales, BMW likely decided to keep the Z4 around for a bit longer. And with the manual expected to disappear from the company’s line-up entirely by 2030, the company potentially predicts sales will continue as buyers snag the very last manual Z4s before they’re gone forever. May 2026 is also when production of the Toyota Supra will end. Avid enthusiasts will know the Supra and the Z4 share a platform, and are built on the same assembly line by Magna Steyr in Austria. So that makes sense. But while Toyota has already confirmed a replacement for the outgoing Supra, BMW has made no such promise. With sales of sports cars and convertibles declining every year, we wouldn’t be surprised to see the company discontinue the car for good, at least in its current form. My advice? If you want a Z4, grab one while you still can. Because time is running out. +++
+++ KIA is committed to launching more hatchbacks, rather than going all in on SUVs, as it prepares the European launch of ICE-powered and electric hatchbacks to rival the Volkswagen Golf and ID.3. Kia executive vice-president Ted Lee said there was still “big volume” for hatchback models in Europe in particular, and he confirmed the firm would continue to offer them and indeed launch all-new family hatchback models. The first of these new hatchbacks, the EV4, will be the first electric Kia to be built in Europe when it’s launched in October. The hatchback will be built at Kia’s plant in Slovakia, but it will also be offered as a saloon imported into Europe from South Korea. The EV4 will be joined by the new K4, which was unveiled in hatchback form at the recent New York motor show and will eventually replace the outgoing Ceed in Europe. The EV4 takes the place of the Ceed in the Slovakian factory, so the K4 will be imported to Europe from Kia’s plant in Mexico in both hatch and saloon forms. An estate version of the K4 has also been spotted undergoing testing, making what would be a three-strong model range for the K4 ahead of an expected launch later this year. More broadly, Lee believes that Kia currently has a “strong position in Europe”. While Kia sales in Europe did slip back slightly year-on-year in 2024, they have still grown more than 30% since 2020. Increased competition in Europe from Chinese brands makes for a “difficult market ”, Lee admitted, but Kia will look to further strengthen its aftersales, parts supply and customer journeys in particular. “We have to strengthen the advantages of Kia in the market”, he said. Kia will not get embroiled in a price war in Europe in the face of new lower-cost competition and will not ‘push’ cars onto the market; it will instead maintain a laser focus on residual values, which it credits as partly responsible for the “sustainable growth” the brand has enjoyed. Lee said Kia has done this by maintaining a “pull demand strategy”, by which cars are not pushed to dealers and onto customers at discounted rates but built and sold according to customer demand. Describing this as a “healthy cycle”, Lee said: “ It might sound very easy, but in reality it requires a very strong determination and sense of principle”. +++
+++ Among the key drivers behind BMW’s decision to revisit the range-extender is the meteoric rise of Chinese car maker LI AUTO . Founded in Beijing in 2015, it has taken a leading role in the technology and currently offers 4 models with a range-extender drivetrain: the L6, L7, L8 and L9. Li Auto’s global sales surged past 500.000 in 2024 and the company has set an initial target of 700.000 for 2025. NMC battery technology for BMW’s new range-extender drivetrain is said to be under development in partnership with CATL, the same Chinese-based automotive battery specialist used by Li Auto. All of Li Auto’s existing range-extender models offer a range close to 1.000 km. The L9, which comes with the option of a 52.3kWh battery, manages up to 900 km on the WLTP test cycle. +++
+++ Over the last few years, we’ve witnessed the gradual demise of PERFORMANCE VEHICLES in Europe. Honda’s decision to retire the Civic Type R this week follows a long string of similar announcements by other brands. Not because they wanted to, but because they had to. Honda diplomatically says the Civic Type R is being discontinued “in accordance with European legislation”. Reading between the lines, the hot hatch is disappearing because it can’t meet increasingly strict emissions standards. For the same reason, Mazda was forced to axe the MX-5’s 2.0-liter engine last year, leaving the smaller 1.5-liter version as the only option for MX-5 buyers in Europe. Volkswagen no longer offers a 6-speed manual gearbox in the Golf GTI; a move with global implications. While the Golf R was already automatic-only in Europe, Americans still had the option of a manual. With the facelifted model, even that’s gone as the flagship Golf has lost the clutch pedal. Stringent EU legislation targeting emissions has also claimed 2 casualties among Hyundai’s models: the i20 N and i30 N. Making matters worse, even if not directly emissions-related, Ford has ended production of the Fiesta ST in 2023 and plans to discontinue the Focus ST in the coming months. However, it’s not just emissions rules that are killing off sports cars. About a year ago, the 718 Boxster and Cayman were withdrawn from the European market. New EU cybersecurity regulations forced Porsche to retire the mid-engine duo earlier than planned. However, the Cayman GT4 RS and Boxster RS Spyder were granted exemptions due to their limited production. The ICE-powered 718s are still available in markets outside the EU, but this will not be the case for long. Production ends in October, and their EV successors won’t be ready in time for a seamless transition. Though not a sports car, the first-generation Macan also bowed out of Europe in 2024 for the same reason. The crossover dies altogether in 2026, with a replacement coming near the end of the decade. Similarly, Toyota was forced to discontinue the GR 86 last year due to General Safety Regulations 2 (GSR2), and its counterpart, the Subaru BRZ, followed suit. Alpine received a 2-year exemption for the A110, since Renault’s performance division qualifies as a low-volume brand. However, the French sports coupe will be retired after July 2026 to make way for an electric successor. As if that weren’t enough, even the models that survive face extreme headwinds in Europe. Several countries impose gigantic taxes on high-emission vehicles. Take the Netherlands, where a Toyota GR Yaris starts at €89.295. In France, the mandatory CO₂ tax pushes the price of the 3-cylinder hot hatch into 6-figure territory. Speaking of Toyota, the Supra is on its way out too, another performance car disappearing from Europe. I understand the need for tighter emissions regulations; I really do. The harsh reality is that all cars harm the environment. But you can’t convince me that a 1.6-liter supermini like the GR Yaris is more environmentally damaging than a 3.085 kg electric Mercedes G-Class. Yes, it has zero tailpipe emissions, but it weighs more than double that of a GR Yaris. To be clear, the EU isn’t banning high-emission vehicles outright. Mercedes can still sell an S-Class with a V12 engine, provided its EVs and plug-in hybrids offset the emissions. In fact, the EU has extended the fleet-wide CO₂ emissions target from 2025 to 2027, giving automakers 2 more years to hit the 93.6 gram/km average or 15% below the 2020–2024 target. But things will get even tougher in 2030, when automakers must stay below 49.5 g/km. What is the penalty for failing to meet this target? Massive fines. According to the European Commission: “If the average CO2 emissions of a manufacturer’s fleet exceed its specific emission target in a given year, the manufacturer must pay (for each of its new vehicles registered in that year) an excess emissions premium of €95 per g/km of target exceedance”. This may not sound like much, but the €95 applies to every single car registered. For giants like Volkswagen Group or Stellantis, the costs are staggering. Earlier this year, Rolf Woller, Volkswagen’s Head of Group Treasury and Investor Relations, said the company risked a €1.5 billion fine just for 2025. In 2024, Renault’s CEO estimated that automakers active in Europe could collectively pay up to €15 billion in emissions penalties, although both figures were quoted before the target was extended to 2027. Automakers now have a bit more breathing room to push plug-in hybrids and EVs, offsetting their remaining ICE models. A more extreme measure would be to limit ICE production, something Stellantis hasn’t ruled out if EV sales fall short. In the first 4 months of this year, fully electric vehicles reached a 15.3% market share in the EU, a solid 3.3% increase from the same period last year. Hybrids climbed from 28.9% to 35.3%, and plug-in hybrids nudged up from 7.2% to 7.9%. These figures, published by the European Automobile Manufacturers’ Association (ACEA), are promising for carmakers trying to avoid heavy fines. Still, combustion-powered fun cars are fighting a losing battle, not just because of their high emissions, but because they occupy a niche market. Manufacturers don’t want to invest in cleaner engines for vehicles they’ll only sell in small numbers. The math doesn’t add up. The compromise? Performance cars that are electrified. Some, like the highly controversial Mercedes-AMG C 63, have opted for the plug-in hybrid route. Others, like the upcoming Boxster and Cayman, are going fully electric. The era of gas-only performance vehicles in Europe is coming to an end, and this shift will have global consequences, especially since many of the industry’s most prominent players are based in Europe. Let’s not forget the EU’s goal: 0 grams of CO₂ per kilometer from all new cars by 2035. That effectively bans gas engines in under a decade. There is a small loophole, as ICE vehicles running on synthetic fuel or hydrogen could be allowed. But widespread adoption of those alternatives in time seems highly unlikely. It’s truly the end of an era for car enthusiasts. +++
+++ In hindsight, past mistakes often become much clearer. However, Carlos TAVARES denies being fired after clashing with people within Stellantis. Instead, he chose to leave on his terms following what he described as a “very mature” conversation with chairman John Elkann, who also holds the same role at Ferrari. Tavares, the former chief of the 14-brand automotive conglomerate, resigned in December 2024, despite having a CEO contract valid through early 2026. During his time at Stellantis, Tavares admitted he could have done “tons of things” differently. His biggest regret was failing to win the support of US dealers for his agenda, which focused heavily on cost-cutting. But in an interview, he said the past “doesn’t matter” because the “company is profitable.” Still, compared to 2023, net profit collapsed by 70 percent last year. “I have nothing against anybody. Even those who made my life more difficult when I was the CEO of Stellantis. At one point in time there is a crossroad and somebody decides that it’s time to part ways. That’s fine”. After a 6-month search, Stellantis finally appointed a new CEO last week. Former Jeep chief Antonio Filosa will take over on June 23. Tavares described his successor as a “logical, credible choice”, but acknowledged the challenges ahead, especially amid the “chaos” caused by tariff wars. Filosa also inherits the complex task of managing a sprawling portfolio of brands, several of which are underperforming. Whether all of them will remain under the Stellantis umbrella remains uncertain. Although rumours circulated about a Maserati sale, they were quickly denied. Lancia’s relaunch has gotten off to a sluggish start, while brands like DS Automobiles and Abarth are not exactly flourishing either. In the US, reviving Chrysler must be a priority rather than allowing it to stagnate as a minivan brand. Repairing strained relationships with dealers is also crucial. And with Tavares gone, more V8 models for America could help mend some of the rifts. Tavares expressed hope that Filosa “will be properly supported by the board” as he takes on these decisions. The leadership transition comes at a time when, according to Tavares, the auto industry is in “survival mode”. Just weeks before stepping down, he warned that legacy automakers can survive only if they achieve cost parity between electric and gas cars. Ultimately, Tavares chose to step away during a period of significant upheaval, creating space for Filosa to try and steer the Stellantis ship back on course. It’s safe to say that the new CEO has a significant challenge ahead. He must rebuild what went wrong in recent years while navigating tariffs, fierce competition, and mounting regulatory pressure in Europe to accelerate the electrification process. +++
+++ With Donald TRUMP in charge of the base and Elon Musk in charge of the money, the growing daylight between them had already put Republicans in a bit of a pickle. The president’s one-time right-hand man spent the past week attacking the GOP’s tax-cut bill just as Trump was pushing for its passage. Party members counting on the blessings of both men didn’t know which way to turn. Now, the conundrum has gotten much worse. Open tweet-war broke out between the 78-year-old Republican and the 53-year-old South Africa native. They traded insults over a range of topics: the pending legislation, why Musk left the White House and how Trump may owe the fact he’s there at all to Musk’s millions. Things quickly escalated as Trump immediately threatened Musk’s contracts and Musk threatened to kneecap a key tool of the US space program. The Tesla CEO even suggested Trump should be impeached for a third time. Since he stepped away from his “Department of Government Efficiency”, Musk has lambasted the GOP bill (set to push the national debt close to $40 trillion) as a budget-busting “abomination”. Trump, who said he’s “disappointed” by Musk’s sniping, claimed the end of electric-vehicle tax credits (and Tesla’s coming $1.2 billion loss as a result) are what drove his former adjutant away. “Such ingratitude”, Musk retorted. “Without me, Trump would have lost the election, Dems would control the House and the Republicans would be 51-49 in the Senate”. While there’s always the possibility some of this drama is, well, performative, that last bit is unlikely to be lost on members of Trump’s party. The world’s richest man has already alluded to how Republicans might want to keep his priorities in mind if they like his money. If they end up having to choose between him and Trump, next year’s midterm elections could be unlike any in recent memory. +++
+++ It’s been a little over 4 years since VOLKSWAGEN announced SSP, its all-encompassing electric vehicle architecture. The Scalable Systems Platform was originally expected to be ready by now, but it has been delayed until later this decade. Multiple reports from German media attributed the setback to VW’s software division, Cariad. However, the automotive conglomerate is now ready to discuss SSP, and there’s a surprise. Although SSP is primarily an electric platform, it will also support combustion engines. VW Group plans to introduce range extenders, with internal combustion engines functioning solely as generators to charge the battery. Like the BMW i3, Mazda’s rotary MX-30, and the upcoming Ramcharger, these engines won’t have a mechanical link to the wheels. Nissan’s e-Power technology follows a similar principle: the gasoline engine powers the battery, not the drivetrain. Volkswagen had already indicated its interest in range extenders. Its newly established Scout brand will launch a pickup and an SUV equipped with naturally aspirated ICE generators. In China, the recently unveiled ID. Era concept previews a 3-row SUV developed with SAIC, also featuring a gasoline-powered generator. SSP is a major initiative for VW. It will serve as the foundation for models across all its brands and will eventually replace all existing electric platforms. A teaser image shows five different body styles, ranging from a city hatchback to a large SUV. There will be 8 derivatives in total, covering every segment of the market. Next-generation EVs based on SSP are expected to begin rolling out in 2026, likely debuting in China before arriving in Europe a year later. We may not see this technology in Europe, where Volkswagen brand CEO Thomas Schäfer believes plug-in hybrids are the more viable option. He told that range extenders are expensive to engineer, while today’s plug-in hybrids already offer decent electric range and fast charging. According to Schäfer, offering both solutions wouldn’t be economically feasible. One of the most significant models to use the SSP platform will be the 9th generation, electric-only Golf. It’s scheduled to arrive near the end of the decade and will coexist with the combustion-engine Mk8 for several years. VW may keep the current Golf on sale until the mid-2030s. The electric Golf will be built in Wolfsburg, while production of the ICE model will move to the Puebla plant in Mexico in 2027. With SSP’s key specifications now finalized, VW Group CEO Oliver Blume stated: “We aim to be the global technology driver for the automotive industry. SSP will play a crucial role in this. We’ve reached an important milestone in developing our electric future platform. Now it’s full steam ahead to implementation”. +++
+++ Since the first VOLKSWAGEN GOLF rolled off the assembly line in late March 1974, more than 37 million units have been built. It’s by far the company’s most popular car ever, comfortably surpassing the Beetle (21.5 million) and the Polo (20 million). But the once-dominant Golf may be past its prime. Production has dropped sharply in recent years, according to a presentation by the works council at the Wolfsburg site. Reuters saw the internal document and reports that VW built more than 1 million Golf hatchbacks and wagons globally in 2015, but only a little over 300.000 units last year. For 2025, the German automaker projects it will assemble just 250.000 vehicles. In just a decade, output has plummeted by 75%. Works council chief Daniela Cavallo told the news agency it’s only going to get worse: “The trend is an unstoppable decline”. Why is the Golf struggling? A few reasons come to mind. Early software issues with the 8th generation model likely hurted demand. Volkswagen has also faced criticism for a noticeable drop in interior quality compared to its excellent Mk7 predecessor. The removal of most physical controls probably didn’t help, either. People are also not fans of the touch slider below the screen, and having capacitive touch buttons on high-end versions of the pre-facelift model might’ve also alienated buyers. But let’s not forget we’re living in the SUV age. The T-Roc, essentially a Golf crossover, is nearly as popular as its hatchback counterpart in Europe. Sales figures from Dataforce show VW sold 216.549 Golfs in Europe last year, just 13.000 more than T-Rocs. To some extent, the crossover may be cannibalizing sales of the hatchback and wagon. Oh, and there’s also a T-Roc Convertible, which proved to be more popular than the Miata last year in Europe. VW plans to move production of the combustion-engine Golf from Wolfsburg to Mexico, starting in 2027. When that happens, Cavallo isn’t ruling out switching to a 4-day work week at the German plant, where the Tiguan is built alongside the larger Tayron and the aging Touran. The Golf will return to Wolfsburg eventually, with the 9th generation, electric-only model on a dedicated platform, arriving by the end of the decade. An electric T-Roc will also be made there. Meanwhile, cost-cutting is in full swing. VW aims to eliminate 35.000 jobs in Germany by the end of the decade. More than 20.000 workers have already contractually agreed to leave within the next 5 years. Between now and 2030, the company plans to reduce annual output in Germany by 700.000 vehicles; a big portion of which will come from relocating Golf production to Mexico. It’s worth noting that the Golf isn’t built exclusively in Wolfsburg. VW also manufactures the car in Malaysia and China. While an electric version is on the horizon, the current internal combustion model could continue until 2035, according to VW’s Head of Technical Development, Kai Grünitz. +++