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New Freelander Brand Confirmed for the UK as Chery and JLR Prepare New SUV Range

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The new Freelander brand is officially set to launch in the UK, marking a significant new chapter for the name once associated with Land Rover’s popular compact SUV. Created through a collaboration between Chinese automotive giant Chery and Jaguar Land Rover (JLR), the new marque will target international markets with a range of electrified SUVs positioned below JLR’s premium models.

While the British launch has been confirmed, Freelander has yet to reveal exactly when its cars will arrive in the UK or which company will be responsible for importing and distributing the vehicles.

The brand’s global expansion will take place in several stages. The UK and wider European markets are planned as part of what Freelander describes as its “third wave” of international expansion.

Freelander’s Global Expansion Will Begin Outside Europe

Freelander’s first overseas markets will be in the Middle East and North Africa before the brand moves into right-hand-drive markets such as Australia and New Zealand.

The UK and Europe will follow later, although Freelander has not yet announced a specific launch date.

The strategy represents an important step for a brand that is closely linked to both Chery and JLR. Rather than simply exporting existing Chinese-market vehicles, Freelander says its future European products will be developed with individual markets in mind.

Freelander CEO Wen Fei has previously indicated that vehicles destined for Europe will not simply be adapted versions of models already sold in China. Instead, the company intends to develop derivatives specifically tailored to European customers and market requirements.

That approach could prove crucial as Freelander attempts to establish itself in one of the world’s most competitive automotive markets.

JLR Gives Chery Freedom to Develop the Freelander Brand

Although the Freelander name has its roots in Land Rover, JLR has made it clear that Chery will have considerable freedom in determining the direction of the new brand.

JLR chief executive PB Balaji previously confirmed that the British company would not stand in the way of Freelander entering the UK.

Speaking in May, Balaji described the new vehicle range as Chery’s responsibility, while explaining that JLR’s role would be primarily related to ensuring the brand’s design remains consistent with the values associated with JLR.

“From our perspective, our role is ensuring that the design is in sync with what JLR stands for, and thereafter it is completely their baby,” Balaji said.

That arrangement gives Chery the opportunity to build Freelander into a global automotive brand while maintaining a connection with the heritage of the original Land Rover Freelander.

Freelander 8 Leads the New SUV Line-Up

The first model from the revived Freelander brand is the Freelander 8, a large SUV designed around a plug-in-hybrid powertrain.

The Freelander 8 combines a 2.0-litre petrol engine with two electric motors. Together, the system produces a substantial 617bhp and sends power to all four wheels.

The combination of petrol and electric propulsion is intended to give the large SUV both long-distance capability and the ability to cover substantial journeys using electric power alone.

A 34kWh battery provides an electric-only range of up to 68 miles, according to the company. The battery can also be recharged at rates of up to 350kW, potentially giving the Freelander 8 exceptionally rapid charging capability for a plug-in-hybrid SUV.

With its combination of high power, all-wheel drive and long electric range, the Freelander 8 is clearly positioned as a technology-focused flagship for the new brand.

European Freelander Models Could Be Very Different

One of the most interesting aspects of the Freelander project is the company’s promise that European-market vehicles will not simply be Chinese models with minor modifications.

Freelander has indicated that cars exported to Europe will instead be developed as new derivatives tailored to the requirements of individual markets.

That could mean changes to styling, chassis tuning, powertrain specifications, equipment and potentially vehicle dimensions, depending on the requirements of European customers.

For the UK in particular, the brand’s arrival could provide an interesting alternative in the increasingly competitive premium and near-premium SUV market.

Freelander will also have to contend with increasingly strict European emissions regulations and strong demand for electrified powertrains, making plug-in hybrids and fully electric vehicles likely to play an important role in its future range.

Freelander Expected to Undercut JLR Models on Price

Pricing will be one of the biggest questions surrounding the Freelander brand’s UK launch.

No UK prices have been announced, but JLR has already indicated that Freelander will occupy a different position from its own premium products.

Balaji previously explained that the pricing strategy of the new brand would be separate from JLR’s existing positioning.

“The price positioning of Freelander and our price positions are different,” he said.

That suggests Freelander could be positioned below comparable Jaguar and Land Rover products, giving Chery an opportunity to compete for customers looking for premium-looking SUVs and advanced electrified powertrains without the price tag associated with established luxury brands.

A New Rival for Europe’s SUV Market

The arrival of Freelander could add another major Chinese automotive challenger to the UK and European markets.

The brand has several advantages from the outset: access to Chery’s manufacturing and technology resources, a name with strong recognition among Land Rover enthusiasts, and a relationship with JLR that could help establish design credibility.

However, Freelander will still have to build its own reputation for reliability, quality, customer service and residual values.

The UK launch is therefore potentially much more significant than simply the return of a familiar name. It could mark the emergence of an entirely new global SUV brand operating between mainstream Chinese manufacturers and established premium European marques.

For now, the biggest unanswered question is timing. Freelander has confirmed that the UK is part of its expansion strategy, but the company has not yet revealed when British customers will be able to buy its vehicles.

If the Freelander 8 is representative of what is to come, the new brand is likely to arrive in Britain with a strong focus on high-performance hybrid powertrains, long electric ranges and aggressive pricing.

The original Freelander helped establish Land Rover in the compact SUV market. Its modern successor could now attempt something very different: using Chery’s technology and global ambitions to create a new international automotive brand carrying one of Britain’s most recognisable SUV names.

Source: Autocar

NEW CARS

2027 BMW M3 EV Revealed: Quad-Motor Electric Super-Saloon Targets the Ultimate Driving Machine

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BMW has effectively revealed the production version of its first fully electric M3, and the new 2027 BMW M3 EV is shaping up to be one of the most technically ambitious performance cars in the company’s history.

A lightly camouflaged prototype released by BMW confirms that the production electric M3 will remain closely related to the dramatic BMW M Concept Neue Klasse shown earlier this year. While some of the concept’s more extreme aerodynamic details have been toned down for the road, the fundamental design language remains intact.

More importantly, underneath the aggressive new bodywork will sit a four-motor electric powertrain designed not simply to deliver enormous horsepower, but to fundamentally change the way an M3 behaves through corners.

BMW says production of the first fully electric BMW M3 will begin in Munich in 2027, marking a major turning point for the legendary performance sedan.

BMW M3 EV: A New Chapter for the M3

The BMW M3 has spent more than three decades evolving around increasingly sophisticated versions of the internal-combustion engine. The new electric M3 will change that formula completely.

Rather than replacing the M3 name with a separate electric badge, BMW is positioning the EV as a genuine member of the M3 family. It will be sold alongside a next-generation combustion-engined M3, giving customers two radically different interpretations of the same performance philosophy.

That makes the new BMW M3 EV particularly significant.

BMW M boss Frank van Meel has described the electric car as the “natural enemy” of the petrol M3 because BMW is effectively creating competition within its own showroom.

The company is not simply trying to make the electric M3 faster in a straight line. Instead, BMW M wants the EV to become the better driver’s car.

“If you’re into racing or driving dynamics, you might say the electric one is the best M3,” van Meel said.

That is a bold claim for a company whose M3 reputation was built around high-revving engines, rear-wheel-drive balance and mechanical feedback.

Quad-Motor BMW M3 EV Will Prioritise Handling Over Horsepower

The headline technical feature of the electric BMW M3 is its quad-motor drivetrain.

BMW M has confirmed that the car will use four electric motors, effectively giving each wheel its own source of propulsion and control. BMW’s objective is not to produce a four-digit horsepower monster, however.

Instead, each motor can be controlled independently to influence the car’s behaviour at every stage of a corner.

BMW has previously said its electric M cars will use BMW M Dynamic Performance Control alongside the four-motor system, creating a level of torque distribution and traction management that would be extremely difficult to reproduce with a conventional drivetrain.

The system allows BMW to brake individual wheels, increase torque at others and continuously alter the balance of the car.

In practical terms, the electric M3 should be able to rotate into a corner, stabilise itself under braking and then distribute torque to maximise traction on corner exit.

This is where BMW believes the four-motor arrangement will deliver something more meaningful than another headline power figure.

“Power is nothing without control,” van Meel explained.

The philosophy represents a significant departure from the current horsepower arms race among electric performance cars.

BMW M’s argument is simple: 1,000 horsepower may look impressive on a specification sheet, but extracting every last bit of performance from a car depends on how intelligently that power can be delivered.

The BMW M3 EV Will Not Chase 1,000 Horsepower

BMW has already demonstrated the potential of its new electric performance technology with the Vision Driving Experience prototype, which featured a four-figure power output.

But BMW M does not believe the production M3 needs that kind of output.

Van Meel has repeatedly stressed that four motors are being used primarily for vehicle dynamics rather than bragging rights.

The motors will not necessarily operate at maximum output simultaneously. Instead, the car’s central control systems will constantly determine how much torque each corner needs.

That could make the electric M3 feel fundamentally different from existing high-performance EVs.

Rather than simply accelerating harder, it should be able to use its electric motors as active dynamic tools.

BMW describes the central control philosophy as the “Heart of Joy”, a high-speed computing system that coordinates the vehicle’s dynamic systems. BMW’s broader Neue Klasse technology is designed around much faster integration between propulsion, braking and chassis control.

For an M3, that could be transformative.

2027 BMW M3 EV Design: M Concept Neue Klasse Comes to Life

Visually, the production BMW M3 EV stays surprisingly close to the M Concept Neue Klasse.

The prototype retains the concept’s muscular proportions, distinctive front-end treatment and motorsport-inspired lighting.

The production car is more restrained than the concept, however. The front splitter is smaller and the rear diffuser is less extreme, suggesting that BMW has made the necessary compromises for a road-going performance sedan.

The design still communicates that this is not simply an electric 3 Series with an M badge.

Le Mans-inspired auxiliary lights sit low and wide at the front, while the split bumper treatment gives the car a dramatically different appearance from the current M3.

The styling also makes extensive use of aerodynamic elements that are genuinely functional rather than decorative.

That is a deliberate change in direction for BMW M.

Designer Michael Scully has described the philosophy as “intelligent reduction”, with future M cars intended to focus more heavily on genuine performance requirements and less on decorative aggression.

For BMW, that means aerodynamic features should actually perform a function.

No Exhaust Means BMW Can Push Aerodynamics Further

One of the biggest advantages of designing an M3 around electric propulsion is the freedom created by removing the internal-combustion engine and exhaust system.

The M Concept Neue Klasse features an exceptionally aggressive rear diffuser, including a double-decker aerodynamic arrangement.

The design takes inspiration from BMW’s GT2 and GT3 race cars, where the absence of conventional rear exhaust packaging allows engineers to dedicate more space to aerodynamic performance.

The production M3 EV is expected to retain much of that philosophy.

BMW designers have also exploited the space normally occupied by a large combustion engine to create additional aerodynamic and cooling opportunities at the front.

The concept’s deeply sculpted bonnet vent, for example, helps manage cooling airflow around the front-mounted hardware.

The result is a design that looks deliberately different because the engineering underneath is different.

BMW M3 EV Gets Simulated Gearshifts

BMW is also attempting to solve one of the biggest challenges facing electric performance cars: driver engagement.

The electric M3 is expected to feature simulated gearshifts, giving the driver familiar changes in acceleration and deceleration rather than the uninterrupted thrust typical of most EVs.

BMW has previously confirmed that synthetic gearshifts will form part of its electric M strategy.

However, the latest direction appears to be different from simply recreating the soundtrack of an old M car.

BMW experimented with sounds inspired by historic M engines, including V8, V10 and four-cylinder powerplants. The conclusion was that copying an engine sound from another M car did not necessarily create the right emotional connection in an electric vehicle.

Instead, BMW M intends to develop a new sound inspired by the electric motors themselves.

The objective is not to make the M3 EV sound like a spaceship.

It is to give the driver an intuitive sense of what the car is doing.

Why Simulated Gears Matter in an Electric M3

For BMW M, simulated ratios are about more than nostalgia.

On a racetrack, drivers develop a relationship between speed, gear, engine speed and pedal position. Those cues become instinctive.

An electric car with a single-speed transmission can be extremely fast, but its constant acceleration can remove some of those familiar reference points.

BMW therefore wants the driver to have a more intuitive connection with the car.

The electric M3 will effectively create its own language of acceleration, deceleration and gear changes.

The difference is that BMW can potentially make that system much more sophisticated than a conventional gearbox.

The Petrol BMW M3 Is Not Dead

Despite the arrival of the electric M3, BMW is not abandoning the combustion-powered version.

A new petrol M3 is also under development and will continue using a turbocharged 3.0-litre inline-six engine.

The next-generation combustion M3 is expected to retain approximately the same power level as today’s 503bhp version while being upgraded to meet Euro 7 emissions requirements.

That means BMW’s strategy is not an immediate replacement of combustion with electric.

Instead, the company is creating two versions of the M3 aimed at essentially the same customer.

One will offer the sound, character and mechanical interaction of a combustion engine.

The other will offer four-motor torque vectoring, instantaneous response and a completely new interpretation of performance driving.

BMW M believes customers should decide which philosophy suits them.

And, according to van Meel, some enthusiasts may ultimately choose both.

BMW M3 EV vs Petrol M3: The Real Battle

The arrival of two fundamentally different M3s could create one of the most interesting performance-car comparisons of the decade.

The combustion M3 will have the advantages enthusiasts already understand: engine noise, a familiar transmission, mechanical feedback and the character of a high-performance inline-six.

The electric M3 will counter with four independently controlled motors, vastly faster torque intervention and sophisticated software capable of manipulating the car’s behaviour at each corner.

That means the electric M3 could potentially deliver a type of agility that a conventional drivetrain simply cannot reproduce.

BMW is therefore not presenting the EV as the compromise version.

It wants it to be the technological benchmark.

BMW M3 EV Production Starts in Munich in 2027

BMW has confirmed that the first fully electric M3 will be built at the company’s Munich plant from 2027.

The announcement came as BMW M celebrated production of its one-millionth M vehicle, which itself was a BMW M3. The milestone underlines the significance of the M3 name as BMW prepares to move the model into the electric era.

BMW is investing heavily in the transformation of the Munich facility, which will become an all-electric production site from 2027. The first electric BMW M3 will be one of the flagship products built there.

It is an appropriately symbolic location.

The M3 helped define BMW’s performance identity, and now the same model is being used to introduce BMW M’s next technological chapter.

The Most Important Electric BMW Yet?

The 2027 BMW M3 EV is more than another electric performance sedan.

It represents BMW M’s answer to a fundamental question facing every performance-car manufacturer: can an electric car reproduce the emotion and involvement that made combustion-powered sports cars special?

BMW’s answer is not to pretend an electric motor is an internal-combustion engine.

Instead, the company is attempting to create a new form of M-car character around software, torque vectoring, four-wheel control, simulated gear changes and aerodynamic performance.

The result could be an electric M3 that feels radically different from today’s car while remaining unmistakably BMW M.

And that is what makes the new BMW M3 EV so interesting.

BMW isn’t simply electrifying the M3.

It is using electrification to rethink what an M3 can actually do.

If BMW succeeds, the biggest threat to the next-generation petrol M3 may not come from Mercedes-AMG, Audi RS or Porsche.

It may come from BMW itself.

Source: BMW

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Mercedes-Benz EQS Gets Steer-by-Wire Technology, Cutting Steering Wheel Input to Just 170 Degrees

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Mercedes-Benz is taking another major step into the future of automotive technology with the introduction of steer-by-wire technology for the EQS Saloon. The flagship electric luxury sedan becomes the first series-production passenger car from a German automotive manufacturer to offer a steering system without a mechanical connection between the steering wheel and the front wheels.

The optional steer-by-wire system is available in Germany from €2,500 excluding VAT, or €2,975 including VAT. The package also includes rear-axle steering with a steering angle of up to 10 degrees and a newly developed, flatter steering wheel featuring a redesigned airbag structure.

For Mercedes-Benz, however, the significance of the technology goes far beyond simply making the EQS easier to park. Steer-by-wire changes the fundamental relationship between the driver and the car, while further establishing the EQS as the technological flagship of the Mercedes-Benz electric vehicle range.

Mercedes-Benz EQS Introduces Steer-by-Wire

Traditional steering systems use a mechanical connection between the steering wheel and the front wheels. In the EQS equipped with steer-by-wire, that physical connection is eliminated.

Instead, steering inputs are transmitted electronically through high-speed electrical signals. Sensors detect the driver’s steering input, while sophisticated control units translate it into precise movements at the wheels.

The result is a steering system that Mercedes-Benz says maintains the familiar precision and intuitiveness of its steering feel while providing substantially greater freedom in how the steering response is calibrated.

One of the most noticeable changes is the steering wheel itself. The new unit is flatter and more compact, creating additional visual and physical space in the EQS cabin.

Most importantly, the steering wheel requires only 170 degrees of rotation from lock to lock.

That is a significant departure from conventional steering systems and means the driver no longer needs to repeatedly reposition their hands during tight manoeuvres.

Easier Parking and Urban Driving

The benefits of steer-by-wire are particularly obvious at low speeds.

Parking, U-turns and manoeuvring in confined spaces require substantially less steering input, while the combination of steer-by-wire and rear-axle steering allows the EQS to change direction with considerably less effort.

Mercedes-Benz pairs the system with rear-axle steering capable of turning the rear wheels by up to 10 degrees. The two technologies work together to improve low-speed agility without compromising high-speed stability.

For a large luxury saloon such as the EQS, that is particularly important. Despite its substantial dimensions, the car should feel considerably more manageable in urban environments and parking garages than its size might initially suggest.

The reduced steering effort also means the driver does not need to constantly change hand position on the steering wheel during tight turns.

A More Refined Driving Experience

Steer-by-wire is not only about convenience. Mercedes-Benz says the technology also improves driving dynamics.

Because there is no mechanical steering shaft connecting the steering wheel with the front wheels, unwanted vibrations generated by potholes, uneven surfaces and other road imperfections can be filtered out before reaching the driver’s hands.

That creates the potential for a more refined driving experience without isolating the driver from the road completely.

Mercedes-Benz has also been able to tailor the steering response electronically, allowing the system to deliver the appropriate steering characteristics depending on driving conditions and vehicle speed.

The EQS therefore aims to combine the effortless nature expected from an electric luxury saloon with a more responsive and agile driving character.

Safety Remains a Central Focus

Removing the mechanical connection between the steering wheel and front wheels naturally raises questions about safety and redundancy.

Mercedes-Benz says its steer-by-wire system has been engineered with a redundant architecture designed to maintain steering capability even in the event of a highly unlikely component failure.

The system uses high-precision sensors, powerful control units and independent signal paths.

Mercedes-Benz has also developed additional strategies for maintaining lateral vehicle control in the unlikely event of a complete system failure. These include the use of rear-axle steering and targeted wheel-specific braking interventions through the ESP system.

The approach highlights one of the biggest advantages of software-controlled vehicle systems: steering characteristics can be managed through multiple electronic systems rather than relying exclusively on a single mechanical connection.

The EQS Gets a New Steering Wheel

The introduction of steer-by-wire has also allowed Mercedes-Benz to rethink the EQS steering wheel.

The new design is flatter and more compact than a conventional steering wheel, helping create a greater sense of openness inside the cabin.

It also improves the driver’s view of the instrument display and makes entering and exiting the vehicle easier.

The steering wheel is available in black or, depending on vehicle specification, beige. Its design is intended to complement the spacious, minimalist character of the EQS interior.

Mercedes-Benz has also developed a new airbag structure specifically for the steering wheel.

The result is a steering wheel that is not simply a different interface for the new steering system, but an important part of the overall interior redesign.

Mercedes-Benz EQS: More Than Just Steer-by-Wire

The new steering technology arrives only a few months after Mercedes-Benz significantly upgraded the EQS Saloon.

More than 25 percent of the vehicle’s components have been newly developed, updated or refined, while the car now benefits from a substantially revised electric architecture.

At the heart of the updated EQS is a new-generation 800-volt electrical architecture.

The flagship electric saloon also receives new in-house-developed drive units, a two-speed gearbox on the main rear axle drive and larger batteries featuring optimised cell chemistry.

Together, these technologies are intended to improve efficiency, performance and the overall long-distance capability of the EQS.

MB.OS Turns the EQS Into a Software-Defined Luxury Car

Another major part of the EQS technology package is Mercedes-Benz Operating System, or MB.OS.

Rather than treating software as a secondary feature, Mercedes-Benz has designed MB.OS as the central operating system for the vehicle.

It controls and integrates a wide range of vehicle functions and uses artificial intelligence, powerful computing hardware and a connection to the Mercedes-Benz Intelligent Cloud.

The system also supports over-the-air updates, allowing the EQS to receive software improvements and new functions without requiring a traditional workshop visit.

This software-defined approach is particularly important when combined with steer-by-wire.

The steering system itself becomes another electronically controlled element of the vehicle, opening the door to more sophisticated calibration and future software-based improvements.

Mercedes-Benz Pushes Further Into the Software-Defined Era

The arrival of steer-by-wire in the Mercedes-Benz EQS represents a significant milestone for the German manufacturer.

For decades, steering has been one of the most fundamental mechanical interfaces between driver and vehicle. By replacing the traditional mechanical connection with an electronic architecture, Mercedes-Benz is effectively turning the steering system into another software-controlled component.

That fits naturally with the broader direction of the EQS.

The combination of steer-by-wire, rear-axle steering, 800-volt electrical architecture, new electric drive units, a two-speed rear gearbox, larger batteries and MB.OS makes the latest EQS considerably more technologically ambitious than the original model.

The goal is not simply to build an electric version of a conventional luxury sedan. Mercedes-Benz is attempting to redefine how a flagship luxury car interacts with its driver.

The EQS Becomes a Showcase for Mercedes-Benz Technology

As Mercedes-Benz’s flagship electric saloon, the EQS is an obvious candidate for introducing new technologies that could eventually spread across the wider model range.

Steer-by-wire is arguably one of the most important examples yet.

With a steering wheel that requires only 170 degrees of rotation, rear-wheel steering of up to 10 degrees and electronically controlled steering response, the EQS promises a combination of effortless manoeuvrability, improved refinement and sharper driving dynamics.

At the same time, the system demonstrates how Mercedes-Benz is moving away from traditional mechanical vehicle architectures toward software-defined cars.

The EQS has already established itself as a showcase for the company’s electric and digital technology. With steer-by-wire now entering series production, Mercedes-Benz is taking another significant step toward its vision of the next generation of luxury mobility.

Source: Mercedes-Benz