+++ The aging X4 will bow out of production later this month, closing the chapter on BMW ’s internal-combustion SUV coupe without a direct petrol / diesel successor. Yet the story doesn’t end there. BMW is already working on a replacement, but it reimagines the formula for the electric age. The all-new iX4 is designed as a sportier counterpart to its square-roof sibling, the Neue Klasse iX3. Spy photographers captured the first camouflaged prototype during development testing. At a glance, the iX4 appears to borrow its front end from the iX3, including the headlights, grille, bumper, hood, and fenders. From the B-pillar rearwards, though, the bodywork tells a different story. The profile has been reworked with a sloping roofline that flows into a fastback-style tail. The rear glass is more steeply angled than on the outgoing X4 and carries a discreet spoiler at its tip. Its sportier posture is further accentuated by broader, muscular rear shoulders that appear cleaner and more sculpted than those of the smaller, boxier X2 and iX2. At the rear, the iX4 features slim LED taillights positioned close together, while the license plate has been relocated to the bumper. The prototype sits on ten-spoke alloy wheels with a diamond-cut finish, though it remains uncertain whether this design will make it to the production version. Although exact dimensions remain unconfirmed, the iX4 is expected to be marginally longer than the new iX3, which measures 4.783 mm, while maintaining the same 2.898 mm wheelbase. It may also improve upon the iX3’s already low drag coefficient of 0.24 cd. Inside, the iX4 will mirror the iX3 almost entirely, keeping the same layout, sans some headroom for the rear passengers. That means BMW’s Panoramic iDrive stretching pillar to pillar, a 17.9-inch infotainment touchscreen and an optional 3D head-up display, all running on the new BMW Operating System X. The new model will be built on the Neue Klasse architecture, meaning it will be offered exclusively as a battery-electric vehicle. Its powertrain range is expected to mirror that of the iX3. Currently, the iX3 50 xDrive delivers 463 hp (345 kW / 469 PS) through dual electric motors, while future variants are expected to include single-motor rear-wheel-drive options and higher-performance M-badged versions. The BMW iX4 is expected to debut in late 2026. It will be the second fully electric coupe SUV from the Bavarian company, following the iX2 that was introduced in 2023. A larger iX6 is also rumored to follow at a later stage. +++
+++ FAMILY-SIZES RENAULTS are set to get range-extender hybrid power in an overhaul of the company’s chassis technology, company leaders have revealed. “Bigger cars are one of our priorities”, new CEO Francois Provost told at the launch of the new Twingo electric city car in the group’s glitzy Paris showroom. “In the next mid-term plan we propose a new platform and solutions to continue our ambition to grow in the C-segment in the heart of Europe”. In today’s Renault family car portfolio, the Australe and Espace SUVs and the Rafale flagship coupe-SUV use combustion or hybrid power, while the compact Megane hatch and Scenic SUV are strictly electric. But it appears Renault is seeking to group their replacements (referred to as C and D-segment cars by the industry) on a single, versatile car platform, helping the firm in its drive to cut development costs by up to 40 percent, and keep a lid on new car prices. Renault is working on “a dedicated BEV platform”, the brand’s CEO Fabrice Cambolive confirmed. “We also think that if adoption is not as rapid as expected, perhaps you can complete this…with some extensions like range extender or plug-in hybrid, and that’s what we are working on”. A vehicle platform designed EV-first but also capable of accommodating a hybrid powertrain is Mercedes-Benz’s strategy, with its new MMA architecture underpinning the CLA saloon. Renault hasn’t made the final decision on whether to mirror this blueprint or stick with distinct electric and combustion platforms (while maximising shared parts), because the first new model isn’t expected until 2028. It will need to make the call soon: although the new Twingo was developed in just 2 years, that benefitted from being a variant of the existing small car electric platform, rather than a clean-sheet design. This platform will take longer, despite Provost being determined to embed rapid development practices learned in China in the group’s Paris Technocentre. Renault appears to favour range-extender hybrid technology, where a combustion engine acts as a generator to charge a battery powering the electric drive motor. Nissan’s Qashqai ePower offers such a powertrain and big cars are more suitable because they have more space to package batteries, an engine and motor. “Do we want serial drive or direct drive?” said brand boss Cambolive, musing on whether the engine would directly spin the wheels or act in a ‘series’ along with a battery and motor. “I think the logic is to go to serial drive which means electric traction, but we will communicate the solution in time”. Offering a hybrid driving experience that feels closer to an EV’s would dovetail nicely with Renault’s role as one of the electric pioneers in Europe. And it currently only has one plug-in hybrid, in the Rafale. Renault’s powertrain supplier Horse, its joint-venture with China’s Geely and Saudi oil giant Aramco, recently revealed a compact range extender which packages a 1.5-litre 4-cylinder engine, generator and inverter into the space of a briefcase. Developing 95 hp or 163 hp with a turbocharger and meeting upcoming Euro 7 emissions standards, Horse says the powertrain can be used to hybridise existing EVs, integrating with a vehicle’s existing electric motors. The all-electric Megane, the first car launched under the ‘Renaulution’ plan pushed by Provost’s predecessor Luca de Meo, hit the market in 2022. Although Renault positions it as a C-segment hatchback, its compact, 4.2 meter long size sits between superminis and the Golf. Although that lowers its carbon footprint it’s not as spacious as some EVs which, combined with its small battery, have led to low sales. Pushing the next-generation Megane onto the new platform should give it a new lease of life, with new proportions, more space and a wider range of powertrains. The new platform should also form the bedrock of the replacement Espace, set to be influenced by the Emblem concept car, among a host of other new models for Europe and other markets. +++
+++ HONDA used its Automotive Technology Workshop to share new details about a next-generation platform that will form the backbone of its upcoming hybrid range. The new architecture is set to underpin models such as the Civic, HR-V, CR-V, Accord, and several others, marking a major step in the brand’s transition toward cleaner and more efficient vehicles. The new platform’s design centers on improved rigidity to sharpen handling, a development that will also influence Honda’s future EV structures. Engineers have managed to reduce overall weight by 90 kilograms compared to the current setup. According to Honda, these changes will make future models both more engaging to drive and more economical at the pump. Honda has also drawn on its robotics expertise to introduce a new Motion Management System, designed to enhance stability and steering response. Complementing this is an upgraded Agile Handling Assist system, now paired with a pitch control feature to deliver steadier behavior across a variety of road surfaces. Another focus area is modularity. The updated platform will allow for more than 60 percent parts commonality between models, streamlining development and manufacturing while reducing costs. Among the vehicles being tested on this new foundation is a camouflaged Civic mule. The test car wears the body of the current Civic but features a noticeably bulkier front end, boxier bumper design, and a longer overhang. These changes are purely functional, meant to accommodate and evaluate the new underpinnings rather than preview final styling. The extensions on the front and rear fenders hint at wider tracks, while the inserts on the hood could be related to aerodynamics. The tail is carried over from the existing Civic sedan, but it gets dual tailpipes. Of course, the design of the final product will be different, as this vehicle is only intended for testing the new underpinnings. The upcoming hybrid powertrain is expected to pair a 2.0-liter gasoline engine with electric motors, offering better performance with higher efficiency. It will also borrow certain traits from the Prelude coupe, including the Honda S+ Shift system. This feature mimics gear changes through sound and torque modulation, adding a familiar rhythm to the driving experience despite the absence of a physical gearbox. The fake gearshifts will also find their way into the Super-One EV. The urban hatchback that debuted at the Japan Mobility Show will have a simulated 7-speed setup, an active sound control system, and a “Boost” driving mode, making the best out of the fully electric powertrain. It rides on a lightweight platform evolved from the N Series kei cars, with a wider stance and a battery pack mounted under the floor. The Super-One will arrive in Japan from 2026, followed by the UK, Europe, and other Asian countries. Honda’s long-term vision reaches well beyond product development. By 2050, the company intends to achieve full carbon neutrality across all its vehicles and corporate operations. In that same timeframe, it also aims for a world where traffic collisions involving its motorcycles and cars result in zero fatalities. +++
+++ HYUNDAI next big (or rather, small) electric debut is edging closer to reality: the Ioniq 3. This car is the production version of the Three concept Hyundai revealed in September at the Munich motor show, is positioned below the Ioniq 5 and Ioniq 6, being smaller and slightly less sophisticated. Where those models ride on the high-spec 800 volt E-GMP platform, the new 3 will use a simplified version of the same architecture running on 400 volt electrics. That means slightly slower charging and potentially smaller motors, but also a more affordable entry point for Hyundai’s EV lineup, and an internal competitor for the closely related Kia EV4. But their very different designs means the casual buyer will never guess the connection. These latest images show a clean, confident shape with a sporty low nose, but also a raised ride height that gives the little hatch a more crossover-y stance than the concept had. The door handles (recessed, not pop-out) and tapering roofline hint at good aerodynamics, and the high-set tail means the silhouette (but not the rising waistline) reminds us of Alfa Romeo’s classic Sud sedan. Inside, the Ioniq 3 looks very different from its Ioniq 5 and 9 brothers, junking their conjoined gauge cluster and infotainment displays for for a super-slim digital instrument pack directly under the windshield and a large, Tesla-style tablet touchscreen mounted above the console. Speaking of that tablet-style display, as you can see from the pictures, it appears to be running Hyundai’s new Pleos Connect infotainment system set to launches in 2026. Built on Android Automotive OS, it adopts a smartphone-like interface with customizable menus and cloud-based user profiles known as Pleos ID, allowing drivers to load their preferences in any Pleos-equipped vehicle. The system integrates Gleo AI, an intelligent voice assistant designed to handle navigation, media, and vehicle functions through natural conversation. There’s no sign of the concept’s moveable digital widget blocks, but it’s good to see some hard keys and rotary knobs fitted below the main display. Detailed specs are still under wraps, but based on what I know about the Kia EV4, it could comes with 58.1 kWh and 81.4 kWh battery options, and might launch with a single 204 hp motor driving the front wheels. That setup would give a 0 to 100 km/h time of just over 7 seconds and a range of close to 644 km. Hyundai is expected to pull the covers off the production model midway through 2026. It may be the smallest Ioniq yet, but it could turn out to be Hyundai’s most important. +++
+++ The KIA EV4 GT hatchback isn’t the only body style of the performance variant on the way. Kia is also developing an EV4 GT Fastback. This variant promises a roomier rear section than the hatch thanks to its more conventional silhouette, though the styling at the back is anything but conventional. Telltale signs of the GT model are chunky tires, tall alloy wheels and neon green brake calibers. Inside, Kia offers bright green seatbelts and the matching ring around the steering wheel rim. Everything else applied to the EV4 GT Hatch carries over here as well, including the dual-motor powertrain rated at around 400 horsepower and the performance-tuned chassis. There’s no official debut date yet, though the EV4 GT Fastback is likely to appear either alongside the hatch next year or shortly after. +++
+++ RENAULT will look to cut the prices of the 4, 5 and new Twingo by up to 15%, rather than create new models, if the European Union’s proposed new E-Car category is brought in next month with certain parameters included. The EU’s proposal is centred around creating a new class of small affordable electric cars (similar to the framework in place for Japan’s kei cars) that are built in Europe for Europe. It claims this would boost EV sales, cement jobs and give the continent’s car makers a weapon against the wave of new state-subsidised Chinese-built EVs that are undercutting legacy brands. Renault Group boss François Provost told journalists on Thursday that, as part of the new category’s framework, he wants law makers to pause the need to integrate new safety measures for between 10 and 15 years. “If so”, he said, “we can dedicate our engineers to improve current cars and decrease the cost, meaning a lower price for the customer”. He added: “I don’t ask to remove regulation. No, I just ask to have 10 or 15 years without new regulation. Because today, what is planned by Europe is 107 new regulations on automotive by 2030”. More generally, the current legislatory approach adds new safety regulations annually, meaning new cars and those already on sale have to be fitted with a host of new technology, which mainly includes ADAS and safety systems, just to stay compliant. Provost said this is currently one of the single biggest costs to car makers, not just because the tech is expensive but also because “we have to apply the regulation every year” to each car, which means “my engineers will have to change the job they did the year before in order to apply the new regulation”. Asked which type of car should be eligible for the new class, he said the Renault Group’s ideal criteria would include cars that are less than 4.1m in length, produce less than 15 tonnes of CO2 over their lifetime and are built using “local content”, including as batteries. While the specifics of the category are still under wraps, Provost’s detail of the criteria suggests this could be close to what the EU will bring into force next month because the EU has been in dialogue with Europe’s car makers in drafting the rules. If so, this would mean the 4, 5 and Twingo will be eligible and “the objective is to decrease the price” of those cars, said Provost, not create new cars for it. This is because, under these criteria, it already targets “the core of the European market” within the A- and B-segments. Asked how much of a price reduction Renault would look to implement, given the small margins these models already command, Provost said the target for Ampere (Renault’s electric car arm) was to reduce production costs by 40%. With the new Twingo, it achieved 25%“, so I think we have an additional 10% to 15% which we can borrow” to bring the price down further, while still turning a profit. While Renault itself wouldn’t create a new model for the segment, sibling brand Dacia could feasibly bring to market a production version of the Hipster; the radical city car concept created to show what a €17.000 EV could offer. Despite its aim being to show a car that can “enable as many people as possible to access essential mobility”, Provost wouldn’t be drawn into when or if the car would one day make production. Provost also dismissed the notion that the E-Car segment should be altered to include combustion-powered cars. He said: “This should be electric. Why? Because decarbonisation is a priority given by Europe and Renault will never go backwards”. He added: “Electric cars are good for customers. People who decide to move to EV will not go backwards. EV is good”. Speaking more generally about the importance of the new E-Car segment, Provost said: “Today, we have decarbonisation regulation, and due to this need by car makers to sell more EVs, prices are too high for customers. People cannot buy cars because their household income is not so favourable. So people are not happy. “So you have an ageing of the parc (average age 12.5 years). As a consequence, no decarbonisation, no better safety in the cars, because people cannot buy new cars. And as a consequence of all of this, you destroy the automotive industry. “So it’s why you change your playbook to start your logic from ‘what is the price we need to reach in order for European people to buy new cars again?’ “. +++
+++ VOLVO will increase its use of shared hardware from across the Geely group as it embarks on a drive to cut costs and boost profit margins with future EVs. The company has announced plans to work towards an operating margin of 8% (a substantial increase on last year’s 5.6%) as part of a wide-reaching strategy overhaul that revolves around growing its market share and increasing its EV mix. Volvo has already announced 3.000 job cuts as part of a landmark €1.6 billion savings drive and now says it will look to leverage its position as part of the Geely group to reduce costs and boost efficiencies in the development of future products; a move that will result in “intensified joint hardware sourcing in collaboration with Geely”. The company’s R&D boss, Anders Bell, explained the move: “Geely has become a powerhouse, primarily in China, that we can benefit more from than we have been able to historically”, which is important as “scale, synergies and sharing” have become so integral to profitability in today’s automotive environment. Bell stopped short of naming any specific opportunities for Volvo to share hardware with its Geely siblings (including Polestar, Lotus, LEVC, Lynk&Co and the eponymous Geely brand) but said: “We welcome finding partners and finding synergies on non-product differentiating areas”. However, he added, this push for synergies will not come at the expense of Volvo’s unique positioning and the company will work to ensure its cars remain obviously distinct from those of its siblings. He said: “There is always this balance of uniqueness and being true to the brand and being true to our customers (we will never give up on that) but also finding collaborations. “The engineering aspects that made us survive for the last 100 years we need to protect for the next 100 years. That’s pretty straightforward: beautiful, Scandinavian design; reliable; high-tech but in a human-centric way. This is still going to be the recipe for successful Volvo cars”. Bell said the new Volvo EX60, the first car to use the company’s new SPA3 modular architecture, will exemplify this ethos, showcasing “the perfect marriage between electromechanical power, electronics and software”; the last of those being especially important in the context of Volvo’s push to be a manufacturer of “fully software-defined vehicles”. He acknowledged the firm’s recent struggles in this area, with the EX90 recently subject to a significant round of over-the-air tech updates to address a number of high-profile glitches and bugs in Volvo’s new software stack. But, he said, the pioneering nature of the EX90, as a wholly new technical proposition, meant that it was “more than just a car: it was an entire new, profound way of making a car, and with that the whole platform, the software factory, all the processes”. It was “unfortunate” that some of the early bugs “spilled over to early customers”, he said. “We need to keep our challenges inside the company.” But as of the last software update, the EX90 now has “better quality metrics than the rest of the cars”. “The shaky days are over”, he said. “It’s unfortunate, but it’s done now. It’s over. Now we are stabilising and we need to keep polishing the diamond”. ‘The diamond’ is the technical stack that underpins all the EX90’s systems and features in its latest form in the new ES90 saloon, as well as the upcoming EX60, to be revealed on 21 January. Bell does not anticipate that these cars will endure such a troublesome launch. “It’s not something we will repeat with every car, because we will not launch a new software stack ever again in the history of the company”. The root of the early issues, he explained, was that Volvo was “the first legacy car company to actually come through with Level-5, fully software-defined vehicles” and so “had to invent a lot of stuff ourselves. There was simply nothing to buy, or a manual or tools on how to do it. “There’s much more of that emerging now. We’ve learned so much now on how to operate and run the machine, and we know what great looks like”. Beyond its software capabilities, Bell said the EX60 will “absolutely compete on numbers” with the new BMW iX3 and Mercedes-Benz GLC it has been conceived to do battle with, but “numbers don’t sell cars”. Instead, he suggested, the EX60 will appeal on the basis of its “attractiveness, fantastic customer experience and the brilliant integration of the product into your digital life”. Volvo is keeping all specific details about power, range and price under wraps until the unveiling, so it is not yet known if it will match its rivals’ near-800 km ranges, nor whether its maker’s ploy to “attract more customers to the Volvo brand at lower costs” means it will undercut them on price. +++