NEW CARS

2027 Dodge Charger: Electric Daytona and SIXPACK V8-Replacing Power Redefine the American Muscle Car

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The new Dodge Charger is rewriting the rules of the American muscle car without abandoning the attitude, performance and driver involvement that have defined the nameplate for more than six decades.

For the latest generation, Dodge has taken an unusually broad approach to performance. The new Charger is available with fully electric Daytona powertrains as well as the twin-turbocharged 3.0-liter Hurricane SIXPACK inline-six engine. That means buyers can choose between instant electric performance and traditional internal-combustion muscle, while both versions share the same basic mission: deliver serious acceleration, aggressive driving dynamics and unmistakable Dodge character.

Built around Stellantis’ STLA Large platform, the next-generation Dodge Charger combines a new generation of propulsion technology with all-wheel drive, sophisticated chassis hardware, advanced drive modes and an extensive suite of performance-focused electronics.

The result is a Charger designed not simply to replace the previous generation, but to redefine what a modern American muscle car can be.

Dodge Charger SIXPACK Brings Twin-Turbo Straight-Six Power

While the electric Daytona models represent Dodge’s move into high-performance EVs, the SIXPACK-powered Charger is likely to attract traditional muscle-car enthusiasts who still want an internal-combustion engine.

Under the hood is the 3.0-liter Hurricane twin-turbocharged inline-six, offered in standard SIXPACK and higher-output SIXPACK H.O. configurations.

The engine features a deep-skirt cast-aluminum block, forged-steel internal components and high-pressure 350-bar direct fuel injection. Dual overhead camshafts with fully independent variable valve timing are combined with dedicated water-to-air charge-air cooling systems to improve throttle response, power delivery and thermal management.

The flagship Charger Scat Pack uses the 550-horsepower SIXPACK H.O. engine, making it the most powerful production version of the Hurricane engine currently offered.

It produces 531 lb-ft of torque and is engineered to deliver substantial torque across a remarkably broad portion of the rev range. Dodge says the engine delivers 88 percent of peak torque at 2,500 rpm and more than 90 percent between 3,000 and 6,000 rpm.

Twin counter-rotating turbochargers are used to reduce turbo lag while balancing airflow through the engine.

2026 Dodge Charger R/T vs. 5.7 HEMI

The new Charger R/T SIXPACK doesn’t simply replace the previous HEMI-powered R/T. According to Dodge’s performance figures, it significantly increases both power and straight-line performance.

The comparison is striking.

The previous 5.7-liter HEMI R/T produced 370 horsepower and 395 lb-ft of torque, with a claimed 0-60 mph time of 5.1 seconds and a quarter-mile time of 13.5 seconds.

The new Charger R/T SIXPACK raises those figures to 420 horsepower and 468 lb-ft of torque. Its 0-60 mph time drops to 4.6 seconds, while the quarter-mile improves to 12.9 seconds.

That means the SIXPACK R/T adds 50 horsepower and 73 lb-ft of torque while cutting half a second from the 0-60 mph sprint.

Dodge Charger R/T SIXPACK Performance

  • 420 horsepower
  • 468 lb-ft of torque
  • 0-60 mph in 4.6 seconds
  • Quarter-mile in 12.9 seconds

For Dodge, the important point is that the move away from the HEMI doesn’t mean a reduction in performance.

Charger Scat Pack SIXPACK Makes 550 Horsepower

At the top of the gasoline-powered Charger range sits the Scat Pack SIXPACK.

Its 3.0-liter twin-turbo Hurricane H.O. produces 550 horsepower and 531 lb-ft of torque. That represents a significant increase over the outgoing 6.4-liter HEMI-powered Scat Pack.

The previous 6.4-liter HEMI Scat Pack generated 485 horsepower and 475 lb-ft of torque, with a 0-60 mph time of 4.2 seconds.

The new Charger Scat Pack SIXPACK reaches 60 mph in 3.9 seconds and completes the quarter mile in 12.2 seconds.

Dodge Charger Scat Pack SIXPACK Performance

  • 550 horsepower
  • 531 lb-ft of torque
  • 0-60 mph in 3.9 seconds
  • Quarter-mile in 12.2 seconds

The result is an internal-combustion Charger that is quicker and more powerful than the HEMI model it replaces.

Dodge Charger Daytona Scat Pack Produces 670 Horsepower

For outright performance, the electric Charger Daytona Scat Pack sits above the SIXPACK models.

The Daytona Scat Pack produces 670 horsepower and can accelerate from 0 to 60 mph in just 3.3 seconds. Dodge quotes an 11.5-second quarter-mile time.

Those figures place the Daytona Scat Pack firmly in the territory of serious performance machinery.

Its electric powertrain is built around a 400-volt architecture incorporating a high-voltage battery, front and rear electric drive modules and sophisticated power electronics.

The battery has an installed capacity of 100.5 kWh and a peak discharge capability of 550 kW. Dodge says the system is specifically engineered to provide maximum available battery power during a quarter-mile run.

Unlike many performance EVs that rely exclusively on outright electric motor output, the Charger Daytona also incorporates hardware designed to make the car feel more like a muscle car.

100.5-kWh Battery and Dual Electric Motors

The electric Dodge Charger uses front and rear electric drive modules to provide all-wheel drive.

The front unit incorporates a front-wheel-end disconnect designed to reduce drivetrain losses when full front-axle propulsion isn’t required. At the rear, a mechanical limited-slip differential is used to improve traction and performance.

The combination gives the Daytona strong acceleration while allowing Dodge to balance performance with efficiency.

Standard all-wheel drive is central to the Charger formula, regardless of whether the car is powered by electricity or gasoline.

Fratzonic Exhaust Gives the Electric Charger a Voice

Dodge knows that sound is an important part of the muscle-car experience.

That’s why the Charger Daytona uses the Fratzonic Chambered Exhaust system, a distinctive acoustic system designed to give the electric muscle car its own performance soundtrack.

The system uses two passive radiators to generate a unique sound profile and varying levels of intensity.

The SIXPACK models take a more conventional approach, using a performance-tuned active exhaust with electronically controlled dual-mode valves. Exhaust character changes according to the selected Drive Mode, giving the turbocharged six-cylinder Charger a more aggressive personality when the driver wants it.

All-Wheel Drive With Rear-Wheel-Drive Capability

One of the most interesting elements of the new Dodge Charger is the way it combines all-weather usability with traditional muscle-car behavior.

All-wheel drive is standard, but SIXPACK models also offer on-demand rear-wheel-drive functionality.

At the push of a button, the system can send 100 percent of available torque to the rear wheels.

That gives the Charger two distinct personalities. It can behave as a stable, confidence-inspiring all-wheel-drive performance car during everyday driving, then transform into a rear-driven muscle machine when the conditions and driver demand it.

Charger Line Lock Enables Tire-Warming Burnouts

Dodge has also retained the kind of performance technology that muscle-car buyers expect.

Line Lock is standard on the Charger Scat Pack and available on the Charger R/T when equipped with the Performance Handling Group.

The system locks the front brakes while disconnecting the AWD transfer-case clutch packs and removing torque from the front axle.

The result is the ability to spin the rear tires while keeping the front wheels stationary, allowing the driver to clean and warm the tires before a launch.

It is an unmistakably Dodge feature, designed for controlled performance use rather than ordinary street driving.

Adaptive Suspension and Performance Chassis

The new Charger isn’t relying on straight-line acceleration alone.

Its chassis uses a multi-link front suspension and fully independent integral-link rear suspension. The architecture is designed to provide improved steering feel, stability and cornering performance.

Adaptive damping technology uses sensor inputs and dual-valve control to vary the vehicle’s response depending on the selected driving mode and conditions.

That allows the Charger to move between a more comfortable road-going setup and a sharper configuration designed for high-performance driving.

Brembo Brakes Bring Serious Stopping Power

The Charger Daytona Scat Pack receives the largest brake package ever installed on a Dodge vehicle.

The system uses 16-inch Brembo vented rotors with six-piston front and four-piston rear calipers.

The objective isn’t simply to provide strong initial braking performance. The hardware is also designed to resist brake fade during repeated high-speed use.

The Charger SIXPACK Scat Pack also receives six-piston Brembo front calipers, reinforcing its position as a genuine performance car rather than simply a powerful sedan or coupe.

Dodge Charger Drive Modes

The new Charger gives drivers extensive control over how the vehicle behaves through multiple Drive Modes.

Depending on configuration, the available modes include:

  • Auto
  • Eco
  • Wet/Snow
  • Sport
  • Custom
  • Track
  • Drag

Auto provides a balanced setup for everyday driving, while Eco prioritizes efficiency with rear-biased torque delivery, smoother gear changes, lighter steering and quieter exhaust operation.

Wet/Snow Mode uses a balanced 50:50 front-to-rear torque distribution to improve traction on low-grip surfaces.

Sport Mode sharpens steering feedback, gear changes and propulsion response while opening the active exhaust valves.

Custom Mode allows drivers to configure multiple vehicle characteristics according to their preferences.

The Daytona Scat Pack adds Track and Drag modes, allowing the car to be configured specifically for circuit driving or straight-line acceleration.

Launch Control and Race Prep

The performance technology goes considerably deeper than selectable drive modes.

Launch Control allows drivers to configure engine speed according to surface conditions while brake pressure is maintained. This enables the twin turbochargers to build boost before the brake is released.

Once the launch begins, torque is managed across all four wheels to maximize available traction.

On Daytona Scat Pack models, Dodge also offers Drift/Donut Mode, which creates a rear-biased propulsion configuration and allows drivers to select from three levels of traction-control intervention.

Race Prep functions are also available on Daytona models, with separate battery-temperature management strategies for drag racing and circuit driving.

PowerShot Adds 40 Horsepower

The electric Charger Daytona also gets a temporary performance boost through PowerShot.

When activated, the system adds 40 horsepower for 10 seconds.

It is designed to provide an immediate burst of additional performance, giving the driver another tool when maximum acceleration is required.

Drive Experience Recorder by Cosworth

Dodge has also embraced the growing trend of recording track and drag-strip sessions.

The Drive Experience Recorder, developed by Cosworth, is available on Charger Daytona Scat Pack models equipped with the Track Package.

The system combines video, audio and vehicle telemetry into a single performance record.

A forward-facing 1080p camera records at 60 frames per second, while an integrated microphone captures the sounds of the drive.

Performance data can be synchronized with the footage, allowing drivers to analyze launches, laps, acceleration and other aspects of vehicle performance after a session.

Performance Pages Put Charger Data in the Driver’s Hands

The Charger also offers Performance Pages that display real-time vehicle information.

Drivers can monitor acceleration times, gauges, g-force and propulsion-system behavior.

Combined with the Drive Experience Recorder, the system effectively turns the Charger into a rolling performance-data center.

For enthusiasts who regularly visit a drag strip or racetrack, these features provide considerably more information than a traditional muscle car ever could.

Inside the New Dodge Charger

The next-generation Charger combines its performance-oriented exterior with a high-tech cabin.

A 16-inch instrument cluster and central touchscreen form the centerpiece of the digital interior, while an available augmented head-up display projects important information directly into the driver’s field of view.

A dedicated drive-mode control provides quick access to the car’s different performance personalities.

The interior also features 64-color Attitude Adjustment lighting, with dynamic animations designed to respond to vehicle events and reinforce the car’s performance character.

Despite the technology, Dodge has maintained a driver-focused layout intended to keep important controls accessible while driving.

Hidden Hatch Makes the Charger More Practical

One of the cleverest aspects of the new Charger is its “hidden hatch” design.

Although the car maintains the visual proportions and attitude of a performance coupe, the rear opening provides access to a large cargo area.

The Charger seats five passengers and offers up to 1,064 liters of rear cargo capacity.

That makes the new muscle car considerably more practical for everyday use than its exterior might suggest.

Dodge has also emphasized rear passenger space, with best-in-class rear legroom intended to make the Charger useful as a daily driver rather than a weekend-only performance machine.

Advanced Driver Assistance Technology

The new Dodge Charger is also equipped with a comprehensive collection of driver-assistance and safety technologies.

Available systems include Forward Collision Warning, Automatic Emergency Braking with Vulnerable Road User Detection, Active Lane Management, Active Driving Assist and Adaptive Cruise Control with Stop and Go.

Blind-spot monitoring with Rear Cross Path Detection is also available, alongside ParkSense front, rear and side parking assistance.

Additional systems include Traffic Sign Recognition and Drowsy Driver Detection.

The Charger can also be equipped with a 360-degree Surround View Camera, front tire-to-curb visibility, automatic front-camera activation during parking and Turn Signal Active Blind Spot View.

The latter displays the relevant blind-spot area on the central screen when the driver activates the turn signal.

The New Charger Is More Than an EV or Gasoline Muscle Car

Perhaps the most significant change with the next-generation Dodge Charger is that there is no longer a single definition of what a modern muscle car has to be.

The Daytona models demonstrate what Dodge can do with electric propulsion, using massive instantaneous torque, sophisticated all-wheel drive and high-voltage electrical architecture to deliver extreme acceleration.

The SIXPACK models take a different route, using a twin-turbocharged 3.0-liter inline-six to deliver more horsepower and torque than the HEMI engines they replace.

Both approaches are built around the same philosophy: performance should be felt from behind the wheel.

That distinction matters because Dodge isn’t simply trying to make the Charger faster. It is attempting to preserve the emotional appeal of the muscle car while adapting the formula to a rapidly changing automotive industry.

Source: Dodge

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McLaren Artura and GTS to Be Retired by 2028

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McLaren is preparing for one of the biggest transformations in its modern history, with the Artura and GTS set to leave production over the next two years as the British supercar manufacturer prepares an expanded new-generation lineup.

The planned changes follow McLaren’s recently announced £500 million investment strategy, which is designed to accelerate the development of new models, powertrains and technologies. According to reports, two of the company’s three core production models will be phased out by the end of 2028.

The first to disappear will be the McLaren GTS, with production expected to wind down during 2027.

McLaren GTS Heads for Retirement

The GTS arrived in 2019 as McLaren’s answer to the growing demand for a more comfortable and spacious alternative to its hardcore mid-engine supercars. Built around a carbonfibre structure and powered by a twin-turbocharged V8, the two-seat grand tourer combined McLaren’s performance-focused engineering with greater everyday usability.

The GTS has occupied a different niche from McLaren’s traditional supercars, competing with models such as the Aston Martin DB12 and Ferrari Amalfi.

However, its successor could take McLaren in a significantly different direction.

The company has yet to reveal the precise composition of its future model range, but the front-engined architecture being developed for McLaren’s upcoming SUV could potentially underpin additional vehicles.

That raises the possibility of a future four-seat grand tourer with a more conventional front-engine layout, potentially giving McLaren a rival to cars such as the Bentley Continental GT.

Such a model would represent a significant expansion of McLaren’s product philosophy while allowing the company to move beyond the two-seat configuration that has defined much of its road-car history.

McLaren Artura Will Follow in 2028

The second major model scheduled to leave production is the McLaren Artura.

The V6 plug-in hybrid supercar is expected to remain in production until 2028, approximately six years after its original launch.

The Artura was conceived as McLaren’s response to the Ferrari 296 and represented a major technological step for the company. Its 3.0-liter twin-turbocharged V6 was paired with an electric motor and battery system, giving McLaren a combination of internal-combustion performance and electrification.

Its introduction, however, was far from straightforward.

Development problems delayed the Artura’s launch, while the global semiconductor shortage created additional challenges for production. McLaren subsequently introduced a series of technical improvements and software updates that transformed the car into a highly capable and competitive hybrid supercar.

Today, the Artura is regarded as one of the strongest performers in its segment and has become an important contributor to McLaren’s production volumes.

Although McLaren does not publish sales figures for individual models, the Artura is understood to sell in broadly similar numbers to the V8-powered 750S.

The end of Artura production therefore represents more than the retirement of a single model. It marks the conclusion of McLaren’s first major modern attempt to combine a compact combustion engine with hybrid technology in a series-production supercar.

A New McLaren Supercar Is Already Taking Shape

McLaren has not officially confirmed a direct successor to the Artura, but the company has made it clear that two-seat, rear-engined supercars will remain central to its future lineup.

The manufacturer is also developing two bespoke hybrid powertrains for its next generation of supercars.

That could allow McLaren to move beyond the traditional V6 and V8 engine configurations that have defined its current range.

McLaren COO Michael Straughan has suggested that developing its own engines gives the company greater freedom when deciding what powertrains will be used in future models.

That flexibility could become increasingly important as McLaren attempts to balance electrification, emissions regulations and the performance expectations of its customers.

Reports have already suggested that one future McLaren supercar could arrive by 2028 with a twin-turbocharged hybrid V6 producing approximately 800 lb-ft of torque.

If accurate, that would give the new car substantially more torque than the current Artura.

The reported starting price is also expected to rise significantly, potentially reaching around £230,000—approximately £30,000 more than the Artura.

However, McLaren has not officially confirmed the model, its specifications or whether it will serve as a direct Artura replacement.

The 750S Is Also Approaching the End

While the Artura and GTS have defined two important areas of McLaren’s current range, the 750S is also approaching the end of its production cycle.

The V8-powered supercar remains available to order, but its roots stretch back nearly a decade to the 720S, which itself evolved into the 750S with additional power and extensive performance upgrades.

McLaren has not announced a specific production end date for the 750S.

However, the introduction of the limited-production 788HS provides a strong indication that the current-generation V8 supercar is approaching its final chapter.

Developed as a hardcore, track-focused special edition, the 788HS combines the extreme performance expected from McLaren with the exclusivity normally associated with a model’s final production phase.

That suggests the 750S may not remain in production deep into 2027.

A New Era for McLaren

The retirement of the GTS, Artura and eventually the 750S would leave McLaren with a dramatically different lineup compared with the one it sells today.

At the same time, the company is preparing to expand beyond its traditional two-seat supercars. Its forthcoming SUV will introduce McLaren to an entirely new segment, while the development of new front-engined and hybrid architectures could create opportunities for additional models.

The most significant change, however, may be underneath the bodywork.

McLaren’s decision to develop bespoke hybrid powertrains indicates that electrification will play a central role in its next generation of performance cars without necessarily replacing the internal-combustion engine altogether.

For enthusiasts, that could mean the next generation of McLaren supercars will continue to combine high-revving combustion engines with electric assistance, but with significantly greater flexibility in engine configuration and vehicle layout.

The Artura’s retirement in 2028 would therefore be less of an ending than a transition point.

McLaren is effectively closing one chapter of its modern product strategy while preparing a broader lineup designed to compete in more segments and operate with a wider range of powertrain technologies.

With the GTS expected to disappear first, followed by the Artura and eventually the 750S, McLaren’s current model family is entering its final phase.

What replaces these cars—and how far McLaren expands beyond the traditional two-seat supercar—will determine the shape of the British manufacturer’s next decade.

Source: McLaren

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Volvo Plans 13 New Cars by 2030, Including Saloons and Estates

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Volvo is preparing the biggest product expansion in its history, with the Swedish premium automaker planning to launch 13 new cars by the end of 2030. The ambitious programme will include a combination of electric vehicles, plug-in hybrids and conventional hybrids, while marking a significant return to body styles that helped define Volvo for decades.

The new Volvo models will be developed specifically for different regions, with separate product strategies for Western markets and China. The company says this regionalised approach will allow it to respond more effectively to differences in customer preferences, electrification rates, technology requirements and trade regulations.

Perhaps the biggest surprise is Volvo’s confirmation that its future European range will include both high-body vehicles such as SUVs and low-body models, including saloons and estates.

Volvo’s biggest-ever product offensive

Volvo says it will introduce 13 new vehicles globally between now and the end of 2030, describing the programme as the “largest and most ambitious” range expansion in the company’s history.

Seven of the new models will be developed for Western markets, including Europe and the United States. These vehicles will use Volvo’s existing SPA2 and SPA3 architectures and the company’s HuginCore computing platform.

The remaining six models will be designed specifically for the Chinese market. Those vehicles will be developed in cooperation with Volvo’s parent company Geely and will use shared platforms and a dedicated Chinese technology stack.

Volvo has not yet revealed the complete list of upcoming models, but the company has provided enough information to indicate a major change in direction.

Volvo is bringing back saloons and estates

The most significant development for European buyers could be Volvo’s renewed commitment to low-body vehicles.

While SUVs have become increasingly dominant across the premium market, Volvo says its European portfolio will include a “full BEV line-up” by 2030, featuring both new high-body and low-body models.

In Volvo’s terminology, high-body vehicles include SUVs, while low-body vehicles encompass saloons and estates.

That suggests the company is preparing new electric Volvo saloons and estates alongside its expanding SUV range.

The move would represent a return to an area where Volvo has traditionally been particularly strong. Models such as the Volvo 240 estate, V70 and V90 helped establish the company’s reputation for practical, stylish family cars, while the S60 and S90 have continued its presence in the premium saloon segment.

The new generation of models could therefore combine Volvo’s traditional body styles with the company’s increasingly electric technology.

Volvo’s future cars will use multiple powertrains

Although Volvo has previously committed heavily to electrification, the company is acknowledging that customers and markets are moving towards electric vehicles at different speeds.

Alexander Petrofski, Volvo’s technology chief, said European countries are electrifying at different rates. As a result, the company expects individual models to be available with battery-electric, plug-in hybrid and hybrid powertrains.

This means Volvo’s future range will not necessarily follow a one-powertrain-fits-all strategy.

Instead, the same basic vehicle could potentially be adapted to different markets with different propulsion systems, allowing Volvo to respond to local demand without developing entirely separate vehicle architectures.

For European customers, Volvo says its objective remains a complete battery-electric vehicle line-up by 2030. However, the company is also investing in a new third-generation hybrid system for customers who are not yet ready to switch to a fully electric vehicle.

New Volvo electric SUVs and saloons

Volvo’s existing SPA2 architecture currently supports models such as the EX90 large electric SUV and ES90 electric saloon, while the newer SPA3 architecture is used by the EX60.

The upcoming vehicles will build on these platforms rather than requiring Volvo to develop completely new architectures for every model.

This approach is expected to reduce development costs and shorten the time required to bring new vehicles to market.

Among the planned Western-market products will be models specifically targeted at the United States, including a new D-segment electric SUV. Other vehicles will be developed with European customers and market conditions in mind.

Volvo has not yet confirmed whether all of the future models will receive unique names or whether some will represent new generations of existing vehicles.

Six new Volvo models planned specifically for China

China will receive its own product strategy, with six new Volvo models planned specifically for the market.

The vehicles will be developed in collaboration with Geely and will use shared platforms as well as a dedicated Chinese technology stack.

Volvo already has experience with China-specific products. The EM90 electric MPV, for example, is offered exclusively in China and reflects the importance of regional product development in the world’s largest car market.

Volvo says the differences between regions are becoming increasingly important because of trade tariffs, technology restrictions and changing customer preferences.

Rather than viewing those differences solely as a challenge, the company intends to turn regionalisation into a competitive advantage.

Volvo wants to double its BEV market share

Electric vehicles remain a central part of Volvo’s long-term strategy.

The company says it wants to double its market share in the full-BEV segment, while simultaneously maintaining a strong offering for customers who prefer hybrid technology.

Volvo has already increased the electric capability of its plug-in hybrid models. The latest XC90 and XC60 plug-in hybrids feature substantially larger batteries, allowing them to travel up to 124 miles with the combustion engine switched off.

That gives Volvo’s plug-in hybrids one of the longest electric-only driving ranges among PHEVs currently available.

The strategy suggests Volvo sees hybrids as an important bridge technology rather than simply a temporary solution. The company expects some customers to remain hesitant about fully electric vehicles well into the next decade.

A new era of Volvo design

The 13 new models will also introduce what Volvo describes as the “next era of design”.

The company’s design direction is now being led by Thomas Ingenlath, who has returned to Volvo after previously serving as the chief executive of Polestar.

That could result in a noticeable evolution of Volvo’s visual identity during the second half of the decade.

The current Volvo design language, characterised by the Thor’s Hammer lighting signature, minimalist interiors and strong Scandinavian influences, has already helped differentiate the brand from German premium competitors.

The next generation is expected to build on those themes while adapting them to a wider range of electric and hybrid vehicles.

Volvo chief executive Håkan Samuelsson has already warned that the company’s showrooms will look very different by 2030.

“This is our strongest product pipeline ever, tailored to regional needs,” Samuelsson said, adding that the strategy underlines Volvo’s ambition to become the leading premium car brand.

Existing platforms should reduce development costs

Despite the enormous number of planned launches, Volvo says the investment required will be lower than it would have been if the company had developed entirely new architectures for every model.

Using the existing SPA2 and SPA3 platforms will allow Volvo to spread development costs across a larger number of vehicles.

The strategy is also intended to support the company’s financial ambitions, including its goal of pushing EBIT, or operating profit, beyond 8%.

For Volvo, the challenge will be balancing the cost advantages of shared architectures with the need to make each new model sufficiently distinctive in an increasingly competitive premium market.

Volvo promises simpler pricing and faster delivery

The product expansion will also be accompanied by a new business model.

Volvo says it will focus on “simplicity, transparency and precision”, including transparent pricing and a range of vehicles configured for fast delivery.

That could represent a significant change in the way Volvo sells its cars.

Instead of relying heavily on complex configurations and long waiting periods, the company intends to make its pricing structure easier to understand while ensuring that selected vehicles are available for quicker delivery.

The approach reflects a wider shift across the automotive industry towards simplified vehicle specifications, online sales and more transparent pricing.

Source: Volvo

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