+++ While Mercedes is working on an S-Class that doesn’t need a driver, arch rival BMW has become the first German automaker to receive approval for the new UN Regulation on Driver Control Assistance Systems (DCAS). The thumbs up was given to the iX3, and the approval means the company will be able to offer the hands-free Motorway Assistant function in numerous countries. This has been one of the big problems impacting autonomous vehicles, as there’s a patchwork of regulations. As a result, some systems might be fine in Germany, but not elsewhere. As the company explained, the “DCAS regulation provides an international legal framework for innovative Level 2 driver assistance systems with a focus on customer safety”. BMW added that they used to have an exemption from Germany’s Federal Motor Transport Authority for the previous version of Motorway Assistant, but with DCAS approval, they no longer need exemptions and can offer the system throughout Europe and in other ECE countries. As a refresher, Motorway Assistant allows drivers to travel hands-free at speeds up to 130 km/h. However, since it’s a Level 2 system, they need to pay attention and be ready to intervene if needed. While that’s not unusual, Motorway Assistant can automatically change lanes, and all the driver has to do is glance to confirm it’s ok. The system can also suggest lane changes in preparation for an upcoming exit. In Germany, the iX3 goes even further as there’s City Assistant for urban driving. At launch, it will enable the vehicle to automatically stop at red lights as well as resume driving when the light changes. That’s pretty slick, and BMW noted additional functions for urban driving will be rolled out as part of over-the-air updates. This promises to make trips into the city even more relaxing over time. +++
+++ FORD boss Jim Farley has been vocal about his love for Chinese EVs. It was a year ago when the Blue Oval’s boss told the public that he was driving a Xiaomi SU7 … and that he loved it. Then, a few months ago, Farley said he found the Chinese auto industry “humbling”. Now, his words are becoming much more dire. In an interview this week with CBS Sunday Morning, Ford’s CEO compared China’s car industry of today to that of 1980s Japan, but “on steroids.” According to Farley: “They have enough production capacity in China with existing factories to serve the entire North American market, put us all out of business. Japan never had that, so this is a completely different level of risk for our industry”. Farley then admitted that the Chinese cars being made today are cars Americans would willingly buy, calling the SU7 he’s driving “high quality” with a “great digital experience”. He still drives one, he said, because Chinese EVs are the “competition, and to beat them, you have to know them”. This has led Farley to make changes within Ford, prompting the company to build smaller, cheaper electric vehicles. Earlier this year, the automaker announced it would introduce a new manufacturing system so it could build a $30,000 electric pickup before expanding its portfolio. It’s a big bet for the automaker, but one Ford is making in direct response to the Chinese auto industry, despite the US subjecting EVs from that country to a 100-percent tariff. While the tariffs effectively ban cheap Chinese EVs from entering the US market, Ford sells the Mustang Mach-E in China, and it wants to be competitive. Farley said earlier this year that Chinese EVs have “superior in-car technology” and that automakers “are in a global competition with China, and it’s not just EVs. And if we lose this, we do not have a future at Ford”. +++
+++ The new LEAPMOTOR C10 proved to be no sort of sporty EV when I tested it recently, but things are about to change for the family-oriented SUV thanks to Irmscher Irmscher is best known as a German tuning company that has historically specialised in modifying Opels, but it’s wheeled out a monster new Leapmotor i C10 Irmscher, packing a host of visual and technical upgrades. Starting off with the powertrain. Leapmotor (which, like Opel, is owned by Stellantis) offers the C10 as a range-extender or more suitable in this case, as an EV. The regular electric model has a 218 hp electric motor on the rear axle, however the new Irmscher C10 puts out 600 hp from a dual-motor setup. That’s enough for a 0 to 100 kph time of 4 seconds flat; well below the regular car’s 7.5-second time. There’s a larger battery too. 81.9 kWh compared to the 69.9 kWh unit we get in the rear-wheel drive car. That’s enough for a range of 450 km; only slightly more than the single-motor’s 430 km range. The C10 is Leapmotor’s largest car here in Europe, sitting above the tiny T03 and the upcoming B10. Leapmotor hasn’t said what other technical upgrades have been given to the C10, but to counter that massive uplift in power I’d hope the brakes have been suitably uprated, and I do know the dual-motor does have a firmer suspension set up too. Exterior changes are fairly mild, although the stealth black gives it a mean look. There’s red detailing on the front bumper, new alloy wheels, a red pinstripe down the side with ‘Irmscher’ script and a larger roof-mounted spoiler. Just 250 Irmscher C10s will be built, and unfortunately only for the German market at this stage, with prices from 49.900 euro. There’s no word yet on if Leapmotor will bring the more powerful dual-motor C10 to the Netherlands, though it has announced a performance ‘Ultra’ brand, initially in its home market. +++
+++ Earlier this year, the MASERATI GRECALE received a minor update in the form of some extra kit and paint, but now something far more important has arrived for the all-electric Folgore: extra range. The Grecale Folgore’s massive 105 kWh battery remains unchanged and thanks to a dual-motor powertrain, it still puts out a significant 550 hp and 820 Nm of torque. The key to unlocking the Folgore’s added range actually lies with its all-wheel-drive system. Previously, the Grecale Folgore sent power to both axles all the time, but now Maserati has introduced a disconnection system which transfers power to the rear wheels only, switching to all-wheel drive when traction is needed. This helps boost the range from 500 km up to 575 km. Maserati claims the shift can be done entirely autonomously in just 500 milliseconds. To ensure the Grecale Folgore’s battery is ready for charging in its most efficient temperature window, Maserati has also added automatic battery pre-conditioning. This intervenes when a charging station is chosen on the sat-nav via Maserati’s ‘EV Routing’ function. Maximum charging still stands at 150 kW, providing a 20-80 percent top-up in 29 minutes. With power unchanged, the Grecale Folgore still completes the 0-100 kph sprint in 4.1 seconds, which is 0.2 seconds behind the V6-powered Grecale Trofeo. However, the all-electric model does have the lowest top speed out of all the Grecale models, at 200 km/h. For 2026, Maserati has also added 3 new interior configurations from its Fuoriserie customisation programme. These include Premium Pelle Ghiaccio (‘Premium Ice Leather’), Sport Leather in Nero and Rosso (black and red) or Nero and Giallo (black and yellow), and 8 design options for the sport seats. There are now 11 base colours overall, plus six alloy wheels options too. Pricing for the updated Grecale Folgore hasn’t been announced, but I expect it’ll be similar to the current car’s. +++
+++ MAZDA has begun testing prototypes of its first bespoke electric car ahead of a planned launch in 2027. The Japanese firm is one of the largest independent car makers worldwide to not yet use a bespoke EV architecture for a production car. Its first EV, the MX-30 crossover, was based on the underpinnings of the combustion-engined CX-30 and its new 6e saloon and EZ-60 SUV are based on platforms supplied by Chinese joint venture partner Changan. But as part of a huge $10 billion push to electrify its line-up over the coming years, Mazda is now well under way with development of its own platform for EVs, having previously announced plans to launch a bespoke EV in 2027. Mazda chief technical officer Ryuichi Umeshita told that while the firm is investing in alternative ICE fuels and new types of hybrid powertrain (including a rotary-electric PHEV arrangement), it is working towards an inevitable pure-electric future and is committed to using bespoke EV architectures for its next-generation EVs. “We’ve established our own electrification development team, which we call ‘E-Mazda’, and that team has been doing a great job”, he said. “I’ve driven a prototype car already, which I would say is a real ‘jinba ittai’ car: our key concept of wellness between car and driver. It has very good driving dynamics. So we’re confident that our EV products will be real Mazda products”. Umeshita acknowledged that Mazda is behind rivals with regard to launching an EV platform but said the development of the MX-30 means “we do have a lot of good engineers, experienced engineers already, so I don’t think that we are behind the market because of that”. He stopped short of giving any clues to what types of models Mazda is working on and said a decision hasn’t yet been made on whether its first bespoke EV needs to be a high- or low-volume proposition. “It depends on the market and the regulations”, he explained. “If the regulation requires a higher EV mix, it must be a volume car. If the regulation is eased, then we can ease the volume restraints”. Mazda recently announced plans to slash development costs and lead times for its first range of bespoke EVs, majoring on cost-effective simulation R&D work, AI development tools and partner-suppliers in a bid to reduce the expenditure. The firm said the move to a ‘lean asset strategy’ means it can do triple the amount of development with the same resources. +++
+++ POLESTAR originally sounded like a great idea. Take the best of Volvo, throw in some sportier styling, and add a pinch of extra performance. Despite this solid foundation, Polestar hasn’t lived up to their potential. That’s clear today as the company’s stock is in danger of getting delisted. In a brief announcement, the Swedish automaker revealed they have received a warning from the Nasdaq that they are “not currently in compliance with the $1.00 minimum bid price requirement”. Shares closed at $0.84 today and that’s near the 52-week low of $0.82. It’s also a long way from their 52-week high of $1.42. Looking at the price chart, it appears Polestar stock has been below the $1 threshold since late September. That’s not an encouraging sign, but the company has until April 29 to regain compliance. This is easier said than done as it requires the closing price to be at least $1 or more for ten consecutive business days. If they fail to achieve that, they may get an additional 180 day extension. While things aren’t looking good for shareholders, Polestar does have some positive momentum. Third quarter retail sales climbed 13% to 14.192 units, while year-to-date retail sales surged 36% to 44.482 vehicles. On top of that, the company finally introduced the production version of the 5 at the Munich Motor Show. The Porsche Taycan competitor features a bold design, a 112 kWh battery pack, and up to 872 hp (650 kW / 884 PS). Furthermore, the automaker unveiled a significantly improved 3 on October 1. It features an all-new 800 Volt electrical architecture, new batteries, and upgraded electric motors. This means the crossover is faster, more powerful, and more efficient. +++
+++ TOYOTA isn’t quite ready to say goodbye to gasoline. The brand that made hybrid tech mainstream still has a soft spot for the mechanical rhythm of pistons and exhaust notes. Now it’s doubling down, confirming development of a brand-new V8 engine that will sit at the core of its next performance flagship, the Toyota GR GT3 supercar. And that’s not all, as a closely related version of the same engine will also feature in the production model of the Lexus Sport Concept, tying together two of Toyota’s most ambitious projects in recent memory. From the early stages of development, it was suspected that the GR-branded flagship model would be powered by a hybrid V8. Toyota recently teased us with an audio clip of the engine’s rumble, and a senior executive has now confirmed what many enthusiasts were hoping to hear: it’s definitely an 8-cylinder. Speaking to media at the Japan Mobility Show, Takashi Uehara, Toyota’s powertrain president, told that a new V8 is indeed in development. It will join Toyota’s upcoming line-up alongside turbocharged 1.5-liter and 2.0-liter 4-cylinder engines. According to Uehara, the V8 was chosen for its ability to deliver maximum power, with a combustion chamber tuned for high revs rather than low-end torque. Uehara explained that the new powertrain shares its basic architecture with Toyota’s forthcoming turbocharged 2.0-liter 4-cylinder. This connection supports earlier reports suggesting a twin-turbo 4.0-liter V8 is on the way, one that could deliver more than 800 horsepower. The output sounds pretty doable, as the 4-cylinder engine slated for the new GR Celica promises to deliver up to 406 hp (298 kW / 406 PS) in non-electrified form. In a separate interview, Uehara noted that while Toyota has experience with electrification in motorsports, he personally prefers non-electrified engines with manual transmissions for road-going sports cars. Even so, the GR GT3 boasts an automatic gearbox and will most likely employ hybrid assistance to the V8. Unlike the plug-in hybrid setups found in Lamborghini, Mercedes-AMG, and BMW, Toyota is expected to adopt a self-charging solution. Toyota’s V8 revival won’t be limited to the GR GT3. Uehara confirmed that the same engine, in a different configuration, will also power the production version of the Lexus Sport Concept. The low-slung sports car that carries the spirit of the LFA is believed to preview a successor for the soon-to-be-discontinued LC. It was originally unveiled at the Monterey Car Week in California, but a slightly evolved prototype with a full interior was exhibited at the Japan Mobility Show in Tokyo. Inside, the 2-seat cabin features a curved digital cluster and a yoke-style steering wheel. The layout hints strongly at hybrid technology, with the central display showing battery and charge indicators. Initially thought to be all-electric, the production version now appears likely to blend electric assistance with that new V8. According to Uehara, there will be multiple versions of the V8: one described as “gentle” and another as “muscular.” Expect the former to power the refined Lexus, while the latter will likely sit under the hood of the hardcore Toyota GR GT3 racer. All eyes are now on December 5, when Toyota will finally lift the curtain on the GR GT3 supercar and, presumably, the full story behind this next-generation V8. +++
+++ In the first half of this decade, there was a race to set a cutoff date for the ol’ combustion engine. VOLVO claimed an early lead, announcing in early 2021 that it would go fully electric by the end of the decade. But like many other automakers, it has since backtracked on that ambitious EV pledge. Last year, the Swedish brand revised its goal: by 2030, 90 to 100 percent of its line-up would consist of either plug-in hybrids or fully electric vehicles. How’s that working out? Not great. Through September, sales of electric cars fell by 21 percent compared to the same period in 2024. Plug-in hybrids also saw a slight dip, down 1 percent year-over-year. Combined, PHEVs and EVs accounted for 227.317 units, or just 44.2 percent of total sales. Nevertheless, Volvo still believes the combustion engine’s days are numbered. Last month, CEO Hakan Samuelsson predicted that the “industry will be electric in about 10 years”. Even so, it now appears the Geely-owned brand will hold on to internal combustion for a while longer. The 74-year-old executive admitted that petrol engines are likely to remain part of the portfolio until at least the end of the next decade: “We need a second generation of plug-in hybrids that will last us until the end of the 2030s. We cannot dictate the end of combustion engines”. Volvo is betting on PHEVs as a bridge technology, with plans to sell the reborn XC70 outside of China. It’s already been confirmed for Europe, though Samuelsson says it likely won’t arrive on the continent before 2027. He explained that meeting different emissions and safety regulations takes time, as does adapting the infotainment system to run on Google’s Android Automotive platform. Models like the new XC70 make sense for Volvo because of their long-range plug-in hybrid setup. The SUV features a chunky 39.6-kWh battery good for 140 km of electric range (WLTP). Elsewhere, a replacement for the XC90 has also been confirmed. The full-size luxury SUV received its second facelift about a year ago, but at 10 years old, it’s showing its age. Its successor may not arrive until 2028. When it does, it’ll be available as an extended-range electric vehicle (EREV) with around 160 km of electric range. Samuelsson sees potential for EREVs. Unlike a conventional plug-in hybrid, where the engine powers the wheels directly, an EREV’s combustion engine acts solely as a generator to charge the battery. This setup addresses range anxiety without requiring a massive battery. Samuelsson refers to EREVs as the “second generation of hybrids” or “more of an electric car with a backup engine”. Whether in PHEVs or EREVs, the combustion engine still has a future in Volvo’s lineup despite earlier plans for retirement. The company stopped making diesels last year but intends to keep gasoline engines around for another 15 years or so. +++