+++ HYUNDAI will continue to offer electric performance cars as it moves its EVs onto a new-generation architecture and they will be “even more realistic” than the current Ioniq 5 N and Ioniq 6 N. Hyundai’s sporting EVs have won acclaim for not just their driving dynamics and performance but also the perceived authenticity of their synthesised engine notes and gearboxes; the latter of which other manufacturers, including Honda and Porsche, have now moved to emulate in their own latest hot EVs. Manfred Harrer, who heads global R&D for Hyundai, told he is “super-proud” of the virtual gearshift function and said the brand plans to develop it further for the next iteration. “We are leading on this technology”, he said. “In the next generation of these cars, I want to make it even more realistic. I want to enhance it further”. He did not give any clues as to what to expect, but said “idling, exhaust backfiring” and “vibration in the car” could be defining characteristics that would “bring in the next level” of engagement. The move is in keeping, he said, with the N division’s prioritisation of driving fun over outright technical and performance supremacy. “There are so many ideas how you can advance it further, but this is all about experience”, he said. “A lot of people say it’s fake, but people like it so there is some beauty and why not play around with it? We are not the serious Porsche guys. We are fun to drive. We made a great movement and over the years we will enhance it and the next platform gets this. The demos are already running”. The next platform he referred to is the ‘IMA’ architecture that is due to be introduced across the Hyundai line-up in the coming years as the replacement for the current E-GMP structure. No precise timeline for its introduction has been announced, but Harrer said: “E-GMP was introduced in 2021 and we’ll go through a normal life cycle and the next one is already in development”. The Ioniq 5 was the first car to use E-GMP and will be up for replacement in around 2028, which could be the first outing for IMA. This new platform will be used as the basis for “enhanced N cars”, added Harrer, in line with Hyundai’s push to “still be the leader in this segment”. However, he did not say which model lines would have performance versions. It will offer “next-generation 800V technology” for faster charging and fifth-generation battery technology, which is said to bring efficiency and integration improvements. “It’s not a big step like the first introduction E-GMP”, said Harrer, “but now we talk about incremental improvements on the thermal management, on the overall efficency of the car, on the cost, on the integration. It’s not a revolution like the first generation. It’s a huge evolution. A lot of things we are enhancing”. +++
+++ JAGUAR has finally named the date and location of the launch of its hotly anticipated Type 01 luxury electric GT that kicks off the rebirth of the storied brand. The launch will take place in New York in October, JLR chief commercial officer Leonard Hoornik told participants at the company’s investor day. “We will launch it… in a very, very special way”, he said, without going into detail. The decision to pick a US location following the concept’s unveiling in Miami last year shows that JLR still believes America will be a key market for the car, despite the country’s rollback of emissions legislation and the criticism from some commentators over the brand’s relaunch. JLR has reiterated its desire to keep Jaguar electric despite its recent decision to offer hybrid alternatives for its previously electric-only EMA platform, which will underpin replacements for the likes of the Range Rover Evoque and Velar. “The reason we are saying that is because the kind of performance attributes we want Jaguar to perform against can be delivered only through an electric drivetrain”, said CEO PB Balaji at the investor day”. The 1.000 hp-plus sports saloon, which heralds Jaguar’s new era as a maker of pure-electric luxury cars, had previously been known as Type 00 after the preceding concept or X900, its internal codename, but was recently confirmed to take the Type 01 name into showrooms. The Type 01 will come to market in the first half of 2027, breaking a circa 18-month hiatus on new Jaguar production that began with the retirement of the F-Pace in December. The marque is being completely rebranded and repositioned as a more upmarket purveyor of exclusive, luxury-oriented EVs priced well above the relatively mainstream models that made up its most recent line-up. Prices for the Type 01 are set to range from around €140.000 to more than €165.000 in The Netherlands for high-spec, heavily personalised examples; a window that Jaguar believes pitches itself between more mainstream premium marques like BMW and Mercedes-Benz and top-drawer luxury contenders like Bentley and Aston Martin. Details on further models to follow have yet to be officially confirmed, but Autointernationaal.nl has previously reported that a large limousine and an SUV are likely to be the next cars to use Jaguar’s bespoke new JEA architecture, and now it looks like they could take the Type 02 and Type 03 names into production. +++
+++ The MAZDA CX-5 isn’t just another SUV: it’s the backbone of the Japanese marque. Since 2011, it’s become Mazda’s global sales champ, shaping what we expect from the company’s modern line-up. Earlier this year, it smashed through the 5-million mark in worldwide production and sales, joining a very exclusive club with just 2 other Mazda models. The new generation isn’t slowing down, either. Mazda claims over 10.000 orders for the CX-5 in Japan as of June 16; just a month after launch. For context, Mazda only expected to move 2.000 units a month, so demand has blown past the target by more than 5 times. Not bad for a fresh face. Mazda says everyone’s getting in on the action, from first-time buyers to retirees. Early feedback? It’s all about practicality and comfort. According to Mazda, owners are loving the bigger back seat, wider doors and the fact that wrangling a child seat is less of a wrestling match. The extra space also means more room for road trips and car camping, just in case you want to turn your CX-5 into a mobile hotel. Japanese buyers aren’t messing around with base models, either. A whopping 65% are going for the top-shelf L grade, 32% pick the mid-range G and only 3% settle for the entry-level S. Clearly, most folks want their CX-5s loaded with Mazda’s latest features. Premium options are getting plenty of love, too. About 40% of L-grade buyers are choosing the Sport Tan interior and Rhodium White Premium Metallic is the runaway favourite for exterior colour, grabbing a quarter of all orders. The new CX-5’s interior has stirred up plenty of contention, especially from internet users. As you know by now, the new-generation version ditched a bunch of old-school buttons in favor of a giant touchscreen. Mazda stands by the move, saying the bigger screen and new interface actually make things less distracting and easier to use. The company also points out that drivers are getting used to smartphone-style controls anyway. Judging by the sales, Japanese buyers aren’t put off by the tech overhaul. In fact, Mazda says plenty of customers are raving about the big screen and new infotainment, calling them upgrades that make the cabin a nicer place to be. +++
+++ NISSAN ’s recent annual shareholder meeting was, let’s just say, full of drama. Some shareholders wanted former chairman Carlos Ghosn back on the board while others vented frustration over the company’s declining stock price. Through it all, Ivan Espinosa remained at the helm as CEO. Espinosa even kept a firm grip on the meeting, telling an interjecting woman to “please be quiet” and threatening to eject another shareholder from the hall. Former Asahi Group chairman Akiyoshi Koji was appointed Nissan’s board chairman, while Motoo Nagai, who has been criticized by Ghosn supporters over his role in the saga, was rejected as an outside independent director. Proxy advisers said Nagai lacked true independence, citing his long career as a top executive at Mizuho Trust & Banking, one of Nissan’s top institutional banks. Nissan appointed Espinosa as CEO in April 2025 and there are already signs of progress. The Japanese marque said it was the “fastest-growing mainstream automotive brand” in the U.S. during the 2025 fiscal year, which ran from April 1 to March 31. Espinosa also said the company should rebound as disruption from the Middle East conflict eases and as his Re:Nissan recovery plan takes shape, with major changes including job cuts and plant closures. Espinosa also said he will unveil a new midterm business plan by the end of the fiscal year, signaling Nissan’s transition from recovery to growth. So far, the automaker plans to expand its U.S. lineup with a new body-on-frame SUV called the Xterra, which would rival the Ford Bronco and Jeep Wrangler. It is also preparing to expand its hybrid presence with its e-Power system, expected to debut in the Rogue. For enthusiasts, Nissan is also working on a successor to the R35 GT-R, which could arrive before the end of the decade. Moving forward, Nissan’s board will consist of 11 members rather than the proposed 12. Some of its forecasts include global deliveries expanding 4.7% to 3.30 million vehicles in the current fiscal year, operating profit more than tripling to ¥200 billion (about $1.2 billion at current exchange rates) and net income of ¥20.0 billion ($125 million). It will be interesting to see whether these plans come to fruition, given Nissan has been dealing with a downward trend and financial troubles for years, especially after the Ghosn scandal. Since then, Hyundai has become a more prominent player in the U.S., while fellow Japanese marques Toyota and Honda have hold much stronger sales positions. +++
+++ “There will be no fully electric 911”, said PORSCHE chief executive Dr. Michael Leiters at the German firm’s annual general meeting. Explaining the 3 pillars in the company’s ‘Strategy 2035’, Porsche’s boss said the iconic sports car wouldn’t go pure-electric, although hybridisation (as seen for the first time on a 911 with last year’s GTS) will be crucial for Porsche’s legendary model. “For the 911, the specially developed performance hybrid powertrain is a fundamental building block, a sort of elixir of life for the future”, said Leiters. The pillar that this part of the wider strategy falls under is labelled by Porsche as “Products and technology”, which Leiters said is “the decisive lever to make Porsche stronger again”. The AGM came against the backdrop of Porsche declaring profit margins that fell to just 1.1 per cent in 2025, down from 14.1 per cent in 2024. Despite “the market environment remaining very challenging”, Porsche expects 2026 profit margins to sit between 5.5 and 7.5 per cent. Along with not expanding the 911 range with pure-electric power, Leiters also said that steps were being taken to slim down the Porsche range. In the Strategy 2035 round-up, Porsche added that its portfolio had “become too complex, even compared to the competition”. Leiters added: “That’s why we are reducing the number of model variants and focusing more sharply. In the US, we have discontinued 2 body variants of the Taycan. In doing so, we are responding to customer preferences in this market”. This move doesn’t mean Porsche has given up on EVs, however. Leiters also said he was “convinced that the Cayenne Electric can play a key role for Porsche in the electric age and help to build a true BEV heritage”. Another pillar of Porsche’s future is “Company and operations” and while some of this will likely focus on likely cutting jobs through “streamlining”, Leiters also said there’s potential to cut costs through platform sharing with future models. With Porsche stating it will investigate “further synergies between the models”, Leiters added, “this explicitly includes intelligent use of the Group’s modular systems. With the Cayenne and the Macan, we have already proven that we have mastered this recipe for success”. Both of those cars sit on the Premium Platform Electric (PPE) architecture, which is highly flexible, and in PPE Sport form was destined to underpin the electric Cayman and Boxster. There were no mentions of the electric replacements for Porsche’s entry-level sports cars within the AGM, although we expect to find out more during the company’s Capital Markets Day on 7 October when, Michael Leiters concluded, “We will clearly set out where we are heading”. +++
+++ A major British safety body is calling for revisions to the way in-vehicle SPEED LIMIT RECOGNITION TECHNOLOGY is tested and approved after its own tests revealed serious inaccuracies. Intelligent speed assist (ISA) is one of a number of safety technologies collectively known as advanced driver assistance systems (ADAS). It has been a mandatory fitment in new cars sold in Europe since 2024. Using an in-car camera, satellite navigation, electronic map data or a combination of all three, ISA displays the prevailing speed limit and alerts the driver when it changes. In response, the driver can adjust the speed of their car or choose to ignore it. In some vehicles, the system will automatically limit the car’s speed to the new limit, a function the driver can override. According to charity The Road Safety Trust, ISA helps drivers stay within speed limits and reduces the risk of collisions and injury. To determine the accuracy of ISA systems, the EU regulation governing it (EU 2019/2144) requires cars to be tested over a combination of roads totalling a distance of 400 km. To pass the test, the system must recognise the correct speed limit for at least 90% of the travelled distance. In addition, it must be able to display the speed limit, at the latest, within 2 seconds of the vehicle passing the road sign. However, a new programme devised by UK-based vehicle testing organisation Thatcham Research to investigate the performance of ADAS in the real world has found inconsistencies in the performance of the ISA systems in 3 cars when judged on their performance at each change of speed limit, rather than over distance travelled, as required by the EU. It says the 3 systems are representative of 10% of those in new cars. Ignoring all system response times of up to 2 seconds, the worst performing vehicle, an MG ZS, achieved 91.3% accuracy across the driven distance or just above the EU’s approval threshold. However, against Thatcham’s performance-based metric, its system was 74.3% accurate. This means that for roughly 1 in 4 events, the MG’s ISA displayed the wrong speed limit. The best-performing vehicle, a BMW i5, scored 98.39% accuracy across the driven distance, comfortably within the requirements of the EU regulation. However, its event-based accuracy was 90.3%, meaning that around one in 10 speed limit changes were either incorrectly identified by the system or not at all. Thatcham Research says ISA systems that misread speed limits can lead to unexpected or inconsistent responses, while in the case of implausible speed limits, they could cause unwanted harsh braking or acceleration in a car also fitted with adaptive cruise control (ACC). Thatcham Research is concerned that, presented with incorrect speed limit information, drivers will lose confidence in the technology and switch it off, meaning its intended safety benefits are lost. The cars that Thatcham tested were fitted with systems already tested and rated by Euro NCAP. Its test requires a car to be driven on mixed roads for 100 km, during which engineers check its ISA responses. Its responses to a range of speed limits are then also evaluated on a dedicated test track. It awarded the 2024-model MG ZS a 4-star rating and reported that its speed assistance systems were ‘adequate’. It didn’t test the BMW i5 separately but bundled it with the 2024-model 5 Series, to which it awarded 5 stars. However, it noted that its speed assistance systems were also only ‘adequate’. Euro NCAP is currently introducing revisions to its evaluation programmes that will place greater emphasis on real-world testing. Every vehicle that it tests will be fitted with a suite of exterior and interior sensors monitoring the responses of its ADAS systems, including ISA, to a variety of road signs and conditions over a total of around 2.000 km in at least 3 European countries. Commenting on its own ongoing tests, Thatcham Research says the accuracy of ISA systems can be achieved with improvements to camera recognition, GPS map data and sensor fusion. It is calling on regulators and the motor industry to incorporate event-based assessment of ISA performance in its approval framework. Jonathan Hewett, CEO of Thatcham Research, said: “The automotive industry has the capability to deliver ISA that is accurate, consistent and genuinely useful. What is needed now is a regulatory standard that demands exactly that; one that measures performance at the moments that matter, rather than allowing systems to pass approval while failing drivers in real-world conditions. Getting this right is not optional. The safety case for ADAS depends on drivers trusting these technologies enough to keep them switched on. We will continue to assess these systems and feed the results into our new Vehicle Risk Rating system for insurers”. +++
+++ SUBARU has introduced a new production strategy that it may also launch in the U.S., building combustion cars, hybrids, and EVs all on the same line for the first time. It’s calling the move “ultra-efficient production” and it will start with its Yajima assembly plant near Tokyo in August. The 2-line plant is currently responsible for the Trailseeker and the Toyota BZ4X Touring EVs on one line and the Forester and Outback on the other. Now, it will add the Forester hybrid to its portfolio after retooling took place last August. The idea is to save production costs, but also to make Subaru more flexible in light of shifting demand and geopolitical factors like war and tariffs. This is the first time Subaru has produced vehicles with 3 different powertrains in mixed output and it plans to expand the strategy to its Indiana plant before applying it to the new Oizumi plant currently under construction, scheduled to be ready in 2028. Having the ability to produce gas, hybrid and EV powertrains and the vehicles they go into on either side of the Pacific means that Subaru will be less vulnerable, not only to tariffs and changes in buyer demand at home and in the U.S., but also to fluctuating exchange rates. “We will be able to adapt to changes”, said managing executive officer Ikuo Watanabe. Recent changes include taking a $362 million charge last month to delay production of Subaru’s first independently developed EV, leaving the automaker’s EV lineup to rely on the products it developed with Toyota’s help: the Solterra (Toyota BZ4X), Uncharted (Toyota C-HR), Getaway (Toyota Highlander) and Trailseeker (Toyota BZ4X Touring). “Demand trends are uncertain and we cannot predict which powertrain, battery electric, hybrid, or internal combustion engine will sell well and when”, said Watanabe. “Making an investment decision on one specific technology poses the greatest risk”. This is the same argument Toyota has been making since the turn of the decade, when many automakers were betting big on EV growth. Greenpeace may not like the strategy, but these are businesses that can’t survive offering only EVs. With the new production plan, Subaru intends to cut production processes by half as it aims to reduce costs by 200 billion yen ($1.2 billion) by 2030, and that should help make the automaker more competitive, giving it more leeway to build exciting new performance cars without compromising on its core lineup. But on the other hand, cutting production costs can sometimes lead to reliability and quality issues. We’ll just have to wait for the fruits of the factories to reach dealer floors to see if there are drawbacks to this flexibility. +++