+++ The BMW X5 laid a lot of the groundwork for the modern SUV when it launched in 1999 and even now, more than 25 years later, we think it remains one of the strongest models in the brand’s line-up. With the next-generation Neue Klasse models (including the iX3 and 3 Series saloon) set to be revealed very soon, the larger X5 is waiting in the wings. Set to be offered with a choice of internal combustion, plug-in hybrid, electric and maybe even hydrogen powertrains, buyers of the new model won’t be denied the luxury of choice. The brand’s xDrive all-wheel-drive system will feature prominently across the range, possibly as standard given the car’s positioning and potential rivals. This suggests the large SUV will lose none of its driver-focused appeal, potentially even narrowing the gap to rivals like the Porsche Cayenne. With BMW now deep into the development of its next-generation large SUV, I expect the covers to come off some time towards the middle of next year, with the first customer deliveries in early 2027. Despite BMW going all-in on its Neue Klasse architecture, which will underpin a host of new models including the next-generation iX3 due for reveal at September’s Munich Motor Show, the X5 will stick to its tried and tested, multi-fuel CLAR platform. While the outgoing X5 isn’t offered as an EV, I know the underpinnings support this tech; the current 5 Series is available with petrol, PHEV and electric powertrains, and the X5 is expected to follow suit. Despite BMW largely phasing out diesel, I expect the X5 to still be offered with its venerable 30d and 40d powertrains. A spokesperson said the maker has a “technologically open” approach to engines, and that “if the market wants diesel, BMW can provide it”. When it comes to petrol engines, the sheer size will probably discount the use of 4-cylinder power, with the base 40i using a 6-cylinder layout with mild-hybrid assistance. A faster X5 M60i should be available soon after launch, with an X5 M coming later down the line, probably with the twin-turbo V8 plug-in powertrain from the M5. Speaking of plug-in power, we can safely assume that the new X5 xDrive50e will lift the 550e’s 450 hp petrol-electric powertrain completely unchanged. This should give the PHEV enough shove for 0-100 kph in around 4.5 seconds. Then there’s the EVs, which will probably be badged iX5. Again, using the i5 as a base, we can expect a base eDrive40 model, bolstered by a faster iX5 M60. With around 340 hp, the cheaper of the 2 versions will cover 0-100 kph in just over 6 seconds, with the near-600 hp M60 slashing that to around 4 seconds flat. Expect plenty of trick chassis and suspension tech to keep the car’s inevitable mass in check. A hydrogen fuel-cell set-up is a possibility. The X5 is set to be bigger than ever, so it’s not going to win any prizes for fuel economy or emissions. That said, by fitting at least mild-hybrid tech to all engines, we can expect competitive running costs across the board. The diesels will be best for those covering big distances or towing trailers, but the long-range PHEVs should allow the new X5 xDrive50e to cover at least 80 km without using a drop of fuel; possibly more if the firm finds a way of squeezing a slightly larger battery under the floor. For context, the 550e uses a 22.1 kWh battery, for up to 100 km of range. The EVs will be more susceptible to the increased weight, yet given the i5 eDrive40 fitted with an 81.2 kWh battery claims a maximum 580 km of range, the larger, heavier X5 should comfortably exceed 480 km on a charge. The more powerful M60 won’t go as far, but 400 km should be possible as a bare minimum. We’ve caught the new X5 undergoing extensive testing on three separate occasions now. Once on European roads late last summer, again during the winter on the frozen tracks around the Arctic Circle, and more recently at the Nurburgring race track in Germany. The slim, upright kidney grilles will be an SUV styling trait going forward; I expect to see them first on the iX3 due for reveal at the Munich Motor Show in September, while the black panel that flanks them is expected to house a variety of cameras and sensors for the car’s myriad driver-assistance systems. Overall though, we can expect the X5 to adopt a more dynamic profile than before. BMW will employ clever optical trickery to disguise the car’s bulk: things like a wider track will help lower the roofline, at least visually, while a sloping back end should aid aerodynamics. Big wheels and muscular haunches are all but a given, though there won’t be conventional door handles. Instead, the X5 will use tabs at the base of the B and C-pillars, much like you’ll find on a Ford Mustang Mach-E. At the rear, we expect a look also inspired by the forthcoming iX3 and 3 Series, with a lightbar-like design split by a central BMW badge. Placing the number plate on the bumper allows for a low load lip, which should help practicality and ease of access to the large boot and rearmost seats. While we’ve yet to have much of a look inside, the maker has confirmed that every new BMW will use the firm’s Panoramic iDrive infotainment system (more on that below) with a main screen complimented by a panel that runs along the base of the windscreen, spanning the entire width of the dashboard. Otherwise, expect all the usual high-end materials and Veganza leather alternatives for the seats, dash and doors, plus tech extras such as upgraded stereos and a widescreen head-up display. Heated seats, steering wheels and even cupholders are likely to feature, too. Panoramic iDrive will define BMW’s cabin architecture for every future model, starting with the iX3 later this year. The set-up will be expanded to fit the slightly wider X5, with a shallow screen running the width of the dash showing everything from speed, trip and range information directly ahead of the driver, to media and phone connectivity in the centre. It’ll feature customisable widgets, and will be complimented by a large lower touchscreen, functioning as a conventional display and housing things like wireless Apple CarPlay and Android Auto. BMW has confirmed it will not offer CarPlay Ultra on any of its models. I don’t expect BMW’s lauded rotary iDrive controller to feature in the new X5, however; Joern Freyer, vice president of user experience development at BMW, previously told me that usage of the console-mounted dial “dropped year by year”, largely due to the number of touch functions that the systems now employ. While we’ve not yet had a chance to get up close and personal with the new X5, it’s all but certain to grow slightly over the outgoing model. The CLAR platform is scalable, but we know the i5 measures just over 5 metres nose to tail; around 125 mm longer than the existing X5. By lengthening the wheelbase (possibly beyond 3 metres) the designers and engineers will open up more space inside the SUV, while also improving comfort over rough roads. As mentioned, however, it’s unlikely BMW will want to sacrifice anything when it comes to agility and handling; the implementation of trick technology and next-generation damping will play a big part here. The X5 will carry the mantle of being BMW’s most technologically advanced model until the all-new X7 arrives some time in 2027. That means it’ll be fitted with a suite of driver-assistance systems including semi-autonomous driving functions and the latest crash-avoidance tech. Expect it to be heavily integrated into the Panoramic iDrive layout, as well as the car’s head-up display. BMW told me it is gearing up for a reveal toward the middle of next year, with the start of sales and customer cars due roughly six months later. The X5 is one of 40 new or revised BMWs set to be revealed by the end of 2027. +++
+++ If I’ve learned anything about the management of FORD these last 21 years, it’s that it goes to the bank whenever it gets nervous about the future. So it should come as no surprise that on the eve of what could be a troubling second-quarter report, Ford said it has lined up a $3 billion line of credit. It’s a head-scratcher because the automaker holds about $27 billion in cash and $45 billion in liquidity; plenty of funds to withstand a rainy day or two. But looking back at the Great Recession, Ford and former CEO Alan Mulally avoided the need for a government bailout when they brilliantly lined up $23.4 billion in financing in 2006, before a banking meltdown crashed the economy a few years later. Ford leveraged almost everything as collateral, including the Blue Oval logo. Fast-forward nearly 20 years and Ford faces president Donald Trump’s tariffs, with delicate negotiations still to come with Canada and Mexico. Ford also continues to grapple with quality problems that will cost at least $570 million in the coming quarter. The automaker’s 90 recalls so far this year have set a record and have Ford on pace to lead the industry in U.S. recalls for the 4th time in 5 years. Ford won’t need to leverage the Blue Oval this time, but the outlook no doubt makes folks nervous in the Glass House. So it’s time to go back to the bank … just in case. +++
+++ A hot KIA EV3 GT is just around the corner. New spy shots show the Korean brand putting the finishing touches to its new compact, yet very high performance, hatchback. Well, the EV3 is either a hatchback or SUV, depending on your point-of-view, but this new GT model will bring some excitement to the already excellent EV, either way. Kia has long claimed that it would launch hot GT variants of all its electric EV-badged models, so it makes sense that the next in line after the recently facelifted EV6 GT and brand new EV9 GT, would be the EV3 GT. While there’s still lots of cladding on the test car’s bodywork to hide away many of the key details, we can see elements that confirm this car’s identity. These include chunky 20-inch wheels and green brake calibers, albeit only on the rear axle. In addition to these elements, we’re expecting to see either new or heavily revised bumpers that take the existing design language from the EV3 GT-Line (already on sale) and bulk it up. Previously spotted prototypes also revealed a quirky blue interior with GT-embossed sports seats and contrasting green stitching. These seats seem to mirror those found on the EV9 GT. Kia has not confirmed what powertrain will be found under the new EV3 GT’s skin, but dual-motor layouts have already been confirmed for the EV3 range, suggesting it’ll be equipped with a version of this setup. I don’t think it’ll quite match the EV6’s circa-600 hp power figure, but a more reasonable output somewhere around the 400 hp mark is likely. The critical success of Hyundai and Kia’s virtual gear shift system, and the fact it’s installed in the new EV6 GT, suggests that it too could be applied to the EV3. If so, it will help give the car a more boisterous character than the standard model. Given the EV3 has been on sale now for around half a year, the production Kia EV3 GT will probably arrive in the next 12 months or so. It represents the first 400V e-GMP platform model to be fitted with a high performance powertrain, giving us a certain amount of insight into what else Kia or Hyundai might have in store for other future models like the EV4. The current, top-spec EV3 costs around €49k, so the GT is expected to comfortably breach the €55k barrier, but this seems to be the price of admission for a modern hot hatchback. +++
+++ MASERATI is considering a new flagship super-GT with V6 power and a manual gearbox as part of a drive to emphasise its sporting heritage and strengthen the brand’s luxury credentials. Set to be a limited-run creation, the new top-rung Maserati could be launched as early as next year as the most exclusive and powerful combustion-engined car the firm has produced since the MC12 landed 2 decades ago. It is tipped to be based on the GranTurismo and will be twinned with an equivalent Alfa Romeo model, similar to the way in which the new Alfa 33 Stradale is based on Maserati’s MC20. At the Goodwood Festival of Speed earlier this month, Santo Ficili, who is CEO of both marques, said: “We have infinite possibilities to customise products for our customers, for the entire range of Maserati. I’m imagining to do something like we did in the past, also considering Alfa Romeo”. Ficili referenced previous collaborations between the 2 firms, highlighting that the Alfa Romeo 8C Competizione was based on the previous Maserati Granturismo and built alongside that car at Maserati’s plant in Modena, where the later 4C sports coupé was also produced. More recently, Alfa Romeo turned to Maserati to provide the basis for the new 33 Stradale supercar, which shares its basic monocoque chassis and twin-turbocharged 3.0-litre V6 engine with the mid-engined MC20 (now rebadged MCPura). “We built the 4C and 8C in Modena, so why not?” said Ficili of the prospect of another limited-run supercar tie-up. “We can imagine a ‘few-off’ Maserati. It’s easy, because you can look at the past of these two brands, and you can find a nice car like the 33 Stradale, and we can invent something like this”. Ficili stopped short of describing in more detail his vision for a new bespoke creation but suggested the aim is to use the new flagship to celebrate Maserati’s Nettuno V6 engine, as used in the Granturismo, Grecale and MCPura. “It’s a masterpiece”, he said. It is likely that any V6-powered limited-run special would ramp up the Nettuno’s output beyond the 630 hp of the MCPura, but the firm is unlikely to use electrification to achieve that power boost. Maserati engineering boss Davide Danesin said: “There are still customers looking for pure mechanical cars.” He added that there is a “bad feeling” about having a battery on board a supercar, due to the heightened complexity and extra weight it brings. The Nettuno’s pre-chamber combustion technology and twin injection system help to cut emissions and boost performance, he said, and the engine is “getting to 210 hp per litre with very efficient combustion”. That figure is why the MCPura can remain a pure-combustion car and it means Maserati can keep the V6 in production with the same power once Euro 7 regulations are in force. Giving further clues to what a limited-run Maserati supercar could look like, Danesin even dropped a hint that it could reintroduce a manual gearbox to Maserati’s ranks for the first time in years. He said: “A manual gearbox is an opportunity. I don’t see that in big series production car, but why not do a special version with a manual gearbox? No reason to say never. It could be the right choice for a limited edition of a car”. He added that a manual gearbox would emphasise the ‘pure’, analogue ethos of a Maserati supercar. “By doing a purely mechanical car, it does make sense to have a mechanical gearbox with a shifter”, he said. “So why not? It fulfils perfectly the brand. It fulfils perfectly our approach and the mindset. So honestly, I think one day we’ll do it”. Ficili said he plans to emphasise Maserati’s Italian heritage going forward, adding that the company’s headquarters in Modena (“the middle of Motor Valley”) is “the right place” to build sports cars. The firm will shortly begin production of the Granturismo and Grancabrio at its factory there once again, having built the current generation at Fiat’s Mirafiori plant since 2023. Any new V6 special edition will be closely related to those cars. Neither Danesin nor Ficili gave any indication of when this new supercar could break cover, but next year will be the 100th anniversary of the launch of Maserati’s first car, the Tipo 26 grand prix racer that won Italy’s legendary Targa Florio endurance race on its first competitive outing in 1926. The following year, Alfa Romeo launched the venerable 6C 1500 sports car, which went on to win the Mille Miglia and the Spa 24 Hours. An Alfa version of Maserati’s next limited-run sports car would no doubt celebrate the centenary of that seminal model. Alfa has already confirmed it will reveal a second supercar in 2026 from its new ‘Bottega’ division for limited-run cars, which launched with the 33 Stradale. +++
+++ MG ’s had a little shuffle of its all-electric line up recently, launching the upmarket IM5 and IM6, while bidding farewell to the MG 5 estate. But the firm has just given us a glimpse of its future by hinting that a new mid-size electric SUV could be in the works. David Allison, MG UK’s Head of Product and Planning, said the firm would need to “explore new segments to grow”, with one of those being an “electric C-segment SUV” that’ll apparently arrive in the next few years. When pushed on what cars MG’s new SUV might rival, Allison listed the “Renault Scenic, Volkswagen ID.4 and Nissan Ariya”, suggesting that the new car would sit below the recently-launched IM6 SUV, but above the MG S5. With this in mind, I expect MG’s next mid-size SUV will feature a variation of the Modular Scalable Platform (MSP) that underpins the MG4 and S5 rather than the new 800V architecture that the more premium IM5 and IM6 use. MSP is able to support wheelbases up to 3.100 mm, meaning there’s plenty of room to extend the 2.730 mm between the S5’s front and rear wheels. That should also allow for a larger battery than the 64 kWh unit found in the S5 Long Range, most likely the 77 kWh unit found in the MG4 Extended Range. The S5 is the latest car to sit on MG’s MSP architecture and comes with up to 480 km of range. I expect the larger car to easily eclipse this thanks to a bigger battery, rivalling the likes of the Skoda Enyaq, which can reach up to 580 km on a single charge. Despite the MG4 and MG S5 sharing a platform, the hatchback can recharge up to 150 kW while the S5 tops out at 139 kW. We expect similar charging figures for MG’s new model. Allison also told me to expect the new car’s styling to be “aligned with the MG S5”, further emphasising it’ll be a different prospect to the IM6 and IM5, which introduced a wildly different design language to MG’s existing electric portfolio.
MG’s parent company SAIC Motor registered patent designs in Europe back in March this year, giving us a hint as to how the new car will look. Clearly inspired by the S5, the patented design shows a thin upper headlight with an additional light cluster below. The windscreen appears to sit far forward in the body, possibly due to the MG4 underpinnings, while to the rear we can see a similar full-width light bar to the S5’s. MG has already dabbled in the C-segment electric SUV market with the Marvel R. In Europe it was priced from €44.000 and if the new car followed a similar pricing target it would sit neatly above the S5 (which starts from €33.850). For that price MG’s new model will have plenty of competition. As for naming, MG recently filed trademark applications across Europe for S6, making it an obvious choice to sit above the S5. I’ve been told not to expect MG’s alternative to the ID.4 to arrive here for at least 2 years. +++