Category Archives: NEW CARS

NEW CARS

2027 DS N°7 First Drive: French Luxury Finds Its Electric Flagship

For decades, French luxury cars have occupied a fascinating niche. They rarely chased German precision or British tradition, preferring instead to build automobiles around comfort, design, and an unmistakable sense of style. With the all-new DS N°7, DS Automobiles is doubling down on that philosophy—and, for the first time, it has the technology to back up the ambition.

Replacing the outgoing DS 7 with an entirely new generation, the N°7 isn’t merely a facelift or an evolutionary update. Built on Stellantis’ latest STLA Medium architecture, it’s a technological reset that combines premium craftsmanship, long-distance electric capability, and the distinctive French flair that has become the brand’s signature.

Presence Without Excess

Luxury SUVs have become increasingly aggressive in recent years, with oversized grilles and razor-sharp styling competing for attention. The DS N°7 takes a different route.

At 183.5 inches (4.66 meters) long and nearly 75 inches wide, it certainly has presence, but it’s delivered with restraint rather than intimidation. Long proportions, carefully balanced overhangs, and available 21-inch wheels give the SUV a planted stance without resorting to unnecessary visual drama.

The highlight is undoubtedly the front fascia. Buyers can choose between a more traditional gloss-black grille or the striking illuminated DS LUMINASCREEN, whose animated vertical lighting elements surround a glowing DS badge. It’s theatrical—but tasteful—and one of the more distinctive front-end designs currently on sale.

The elegant two-tone paint options, featuring either a black roof or an extended black hood treatment, further reinforce the impression that the N°7 is designed as much for Parisian boulevards as it is for European highways.

French Comfort Remains the Priority

If German luxury brands often prioritize sportiness, DS continues to chase serenity.

Slip inside the N°7 and that mission becomes immediately apparent.

The front seats feature high-density cushioning, integrated headrests, adjustable side bolsters, heating, ventilation, massage functions, and perhaps the most French feature imaginable—a neck-warming system that gently directs warm air around occupants during colder weather.

Materials are equally impressive. Buyers can specify Alcantara, naturally tanned Nappa leather, or DS Canvas upholstery, all stitched together with details like the brand’s signature Pearl Stitching and “Clous de Paris” decorative trim. Natural wood also makes its debut in the cabin, softening what is otherwise a thoroughly modern interior dominated by a 10-inch digital instrument display and a 16-inch central touchscreen.

The atmosphere is unmistakably upscale without feeling overly complicated.

Rear passengers haven’t been forgotten, either. Longer rear doors, improved glass areas, and a panoramic roof create an airy cabin with increased headroom, while the cargo area offers up to 560 liters of storage—competitive with SUVs from the class above.

Built for Silence

Luxury isn’t only measured in leather quality or screen size.

DS engineers have invested heavily in reducing noise and vibration. Laminated glass, extensive insulation, and careful acoustic tuning create an exceptionally quiet cabin, while the optional 14-speaker FOCAL Electra 3D audio system transforms that silence into an impressive concert hall.

Combined with the brand’s Active Scan Suspension—which continuously reads the road using a forward-facing camera and adjusts each damper in real time—the N°7 promises to isolate occupants from rough pavement with remarkable effectiveness.

Rather than emphasizing aggressive handling, the chassis focuses on confidence, stability, and effortless long-distance comfort. That philosophy feels refreshingly different in a premium SUV market increasingly obsessed with Nürburgring lap times.

Serious Electric Credentials

Where the N°7 makes its biggest leap is underneath the bodywork.

The flagship E-TENSE Long Range version delivers a claimed WLTP range of up to 740 kilometers (460 miles), placing it among Europe’s longest-range electric SUVs. While real-world driving inevitably produces lower figures, DS says highway journeys exceeding 400 kilometers can be completed while still retaining a healthy battery reserve.

Three electric versions are available:

  • Front-wheel drive with 230 horsepower
  • Front-wheel-drive Long Range with 245 horsepower
  • Dual-motor all-wheel-drive Long Range producing 350 horsepower

Each model includes a temporary boost mode that unlocks additional power when maximum acceleration is needed.

Fast charging appears equally competitive. The larger 97.2-kWh battery can recharge from 20 to 80 percent in approximately 27 minutes under ideal DC fast-charging conditions, while a 10-minute stop can recover roughly 200 kilometers of driving range.

Battery preconditioning, intelligent route planning, Plug & Charge functionality, and access to more than 800,000 charging stations throughout Europe demonstrate that DS understands electric ownership extends well beyond battery size alone.

Hybrid Buyers Aren’t Forgotten

Recognizing that not every customer is ready to embrace full electrification, DS also offers a conventional hybrid.

The 145-hp setup combines a turbocharged 1.2-liter three-cylinder engine with an electric motor integrated into a six-speed dual-clutch transmission. It’s capable of driving electrically during much of urban commuting while returning fuel consumption figures that rank among the best in the segment.

It may not be the headline-grabbing model, but it could prove the volume seller.

Technology That Works Quietly

Rather than overwhelming drivers with gimmicks, DS has concentrated on technologies that reduce workload.

Level 2 semi-autonomous driving assistance, an expanded head-up display, adaptive PixelVision lighting capable of illuminating up to 520 meters ahead, infrared Night Vision, digital rear-view mirror functionality, and AI-enhanced voice controls all work toward making long-distance travel less fatiguing.

It’s technology designed to disappear into the background rather than constantly demand attention—a philosophy that fits perfectly with the car’s overall character.

A Different Kind of Luxury SUV

The premium SUV segment has become remarkably homogeneous. German competitors continue chasing sportier dynamics, while many newcomers prioritize maximum screen count over craftsmanship.

The DS N°7 offers an alternative.

Instead of trying to out-BMW BMW or out-Audi Audi, it leans into what French luxury has always done best: sophisticated design, exceptional ride comfort, distinctive styling, and effortless long-distance refinement.

The impressive electric range, competitive charging speeds, and thoroughly modern technology finally give DS the engineering credibility to match its ambitious design language.

Starting at €43,900 for the hybrid and climbing to €77,520 for the fully equipped dual-motor electric flagship in France, the N°7 enters one of Europe’s most competitive premium segments. Whether buyers are willing to look beyond the established German badges remains to be seen.

But after a first encounter, one thing is clear: the DS N°7 isn’t trying to imitate the competition. It’s attempting to redefine French luxury for the electric age—and it may be the brand’s most convincing effort yet.

Source: DS Automobiles

NEW CARS

Maserati’s Project GT4 Signals the Trident’s Return to the Front Lines of GT Racing

If you thought Maserati’s motorsport ambitions ended with the spectacular MCXtrema and the increasingly successful GT2 program, think again. At the 2026 Goodwood Festival of Speed, the Italian marque pulled the wraps off Project GT4, a purpose-built race car that serves as both a preview of Maserati’s future and a declaration that the Trident intends to become a serious player in one of motorsport’s fastest-growing categories.

The timing couldn’t be more symbolic. As Maserati celebrates a century of the iconic Trident emblem and 100 years in motorsport, Project GT4 isn’t just another race car—it’s a statement that the company is ready to reconnect its road cars with the racetrack in a way enthusiasts have been hoping for.

Built From the GranTurismo, Designed to Win

Unlike manufacturers that build race cars sharing little more than a silhouette with their production counterparts, Maserati has taken a refreshingly authentic approach. Project GT4 is based directly on the new GranTurismo, using its aluminum architecture, body structure, and the now-famous Nettuno V6 as the foundation.

That matters because GT4 racing has always been about production relevance. Cars compete with relatively limited modifications, rewarding manufacturers that begin with an inherently capable road car. Maserati believes the GranTurismo is exactly that.

The powertrain remains front-mounted, driving the rear wheels through an architecture familiar to anyone who’s spent time behind the wheel of the production car. Under the hood sits the twin-turbocharged 3.0-liter Nettuno V6, complete with Formula 1-inspired pre-chamber combustion technology. While GT4 regulations will ultimately dictate final output, Maserati reminds us that the engine has already demonstrated more than 700 horsepower in other racing applications, leaving plenty of headroom for future development.

Learning From GT2 Instead of Starting From Scratch

Project GT4 isn’t arriving in isolation.

The biggest advantage Maserati brings into the category is experience. Since its debut, the Maserati GT2 has established itself as a competitive force in European GT competition, giving the factory invaluable knowledge about chassis setup, durability, aerodynamics, electronics, and race operations.

Instead of treating GT4 as a clean-sheet project, Maserati is effectively downsizing its GT2 expertise into a package that’s more affordable, easier to operate, and designed for privateer teams.

That’s exactly what successful GT4 programs are built upon.

Andrea Bertolini—one of the most respected GT drivers of the modern era and Maserati’s longtime chief test driver—is also deeply involved in development. Few people understand how to make a GT race car both fast and forgiving better than Bertolini, and his influence should help Project GT4 become as approachable as it is competitive.

Less Weight, More Grip

While the production GranTurismo is a refined grand tourer, Project GT4 has undergone a dramatic transformation.

Maserati says approximately 400 kilograms have been stripped from the road-going car, producing a machine that’s considerably lighter and far more focused. Suspension hardware is derived from the GranTurismo Trofeo but gains fully adjustable dampers, adjustable anti-roll bars, and race-specific calibration.

Aerodynamics have also evolved substantially. A deep front splitter, dive planes, revised hood vents, additional cooling solutions, and an optimized underbody work together to generate significantly more downforce while remaining compliant with GT4 regulations.

The braking package receives dedicated cooling, while inside you’ll find the expected FIA-approved roll cage, racing seat, safety fuel cell, and an ergonomically redesigned cockpit that still retains visual ties to the production dashboard.

It’s a reminder that although Project GT4 is unmistakably a race car, Maserati hasn’t abandoned the sense of style that distinguishes its road cars from virtually everything else on the grid.

Racing as Research and Development

Modern manufacturers increasingly use motorsport as a rolling laboratory rather than merely a marketing exercise, and Maserati openly acknowledges that philosophy.

Project GT4 is designed to strengthen the continuous exchange between racing and production engineering. Lessons learned from chassis tuning, cooling efficiency, aerodynamics, reliability, and powertrain calibration won’t remain confined to the paddock—they’re expected to influence future Maserati road cars as well.

It’s an approach Porsche, BMW, and Mercedes-AMG have refined for years, and Maserati appears determined to join that conversation.

Eyes on 2028

Although the prototype made its public debut at Goodwood, fans shouldn’t expect to see it lining up on GT4 grids immediately.

Development is only beginning, with Maserati targeting the 2028 racing season for its competitive debut. That extended timeline gives engineers ample opportunity to refine durability, performance, and drivability before customer teams take delivery.

The goal, according to Maserati Corse, is straightforward: build a race car that’s competitive enough to fight for victories while remaining accessible and economical for independent teams.

In GT4 racing, outright speed alone rarely guarantees success. Reliability, operating costs, and ease of maintenance are often just as important, and Maserati appears well aware of that balance.

A Livery Worth Celebrating

Project GT4’s debut livery is more than an attractive paint scheme.

The blue bodywork carries a giant Trident stretching from roof to tail, surrounded by one hundred subtle Trident emblems commemorating the company’s centenary. The contrasting white nose pays homage to legendary Maserati racers such as the 420M/58 Eldorado, while the blue-and-yellow accents celebrate Modena—the heart of Italy’s Motor Valley where the car was conceived and engineered.

It’s heritage without becoming nostalgic, honoring Maserati’s history while clearly pointing toward its future.

Project GT4 is perhaps the clearest indication yet that Maserati is rebuilding its motorsport identity step by step.

First came the spectacular but exclusive MCXtrema. Then the successful GT2 program. Now comes GT4, arguably the most commercially important customer-racing category in the world.

The strategy makes sense. GT4 grids continue to expand globally, attracting manufacturers because they place race cars directly into the hands of private teams and gentleman drivers—the very customers most likely to become lifelong brand ambassadors.

For Maserati, the opportunity extends beyond collecting trophies. It’s about re-establishing the Trident as a regular presence on racing circuits after years of relative absence.

If the legendary MC12 defined Maserati’s GT dominance in the 2000s, Project GT4 could become the foundation of its next competitive era.

There’s still plenty of development ahead before the green flag waves in 2028. But if Goodwood was any indication, Maserati isn’t simply returning to GT racing.

It’s planning to stay.

Source: Stellantis

NEW CARS

2027 Mercedes-AMG CLA 45 EV First Look: The Compact AMG That Thinks It’s a Supercar

If there was any doubt that Mercedes-AMG intended to make the electric era every bit as outrageous as its turbocharged past, the new CLA 45 4MATIC+ just erased it.

Forget everything you know about compact performance cars. The latest AMG doesn’t merely replace a gasoline engine with batteries—it completely rewrites the formula. With an astonishing 680 horsepower, a claimed 0–62 mph (100 km/h) time of just 2.7 seconds, and a trio of cutting-edge axial-flux electric motors, the CLA 45 arrives with performance figures that would embarrass yesterday’s exotic machinery. And somehow, Mercedes-AMG insists it’s still practical enough to be your daily driver.

That’s a bold claim. Judging by the hardware, it may not be far from the truth.

Three Motors, One Mission

The headline numbers are impressive enough: 500 kW (680 hp), fully variable all-wheel drive, and acceleration that places the compact CLA firmly in Porsche 911 Turbo territory.

The real story, however, lies beneath the sheet metal.

Instead of relying on conventional radial electric motors, AMG equips the CLA 45 with three axial-flux motors—one driving the front axle and two independently powering the rear wheels. These compact motors debuted in the flagship AMG GT electric four-door, but bringing them into the CLA represents a significant democratization of AMG’s newest technology.

Axial-flux motors differ from conventional EV motors by arranging the magnetic field parallel to the motor shaft rather than perpendicular to it. The result is dramatically higher power density in a much smaller package. The front motor measures just nine centimeters thick, while each rear motor is only about eight centimeters wide.

Those dimensions might sound trivial, but they allow AMG engineers to package supercar performance into a compact sports sedan—and wagon—without sacrificing interior space.

More importantly, having three independently controlled motors gives the CLA abilities that conventional all-wheel-drive systems simply can’t replicate.

Torque Vectoring Goes Fully Electric

Traditional performance cars shuffle torque using clutches and differentials.

The CLA 45 barely needs either.

Each rear wheel receives power from its own dedicated motor, allowing torque vectoring to happen instantaneously and with remarkable precision. The front motor seamlessly joins the party whenever additional traction—or efficiency—is required, disconnecting entirely during low-load cruising to reduce energy losses.

The result is what AMG calls a fully variable Performance 4MATIC+ system, capable of shifting from rear-wheel drive to all-wheel drive almost imperceptibly.

If the technology works as advertised, this could become one of the sharpest-handling electric performance cars yet built.

A Chassis Designed to Keep Up

Delivering nearly 700 horsepower is one thing.

Making it enjoyable is something else entirely.

AMG has developed a dedicated RIDE CONTROL suspension featuring forged aluminum components, adaptive three-way dampers, a three-link front suspension, and a multi-link rear arrangement usually reserved for larger luxury cars.

Drivers can choose between Comfort, Sport, AMGFORCE S+, Slippery, ECO, Individual, and—if equipped with the AMG Dynamic Plus Package—the no-compromise RACE mode.

Unlike many performance EVs that simply deliver brutal acceleration, AMG appears determined to make this one feel alive through corners as well.

Fake Engine? Surprisingly Convincing.

Here’s where things get controversial.

AMG knows many enthusiasts still associate performance with sound, vibration, and gear changes. Rather than ignoring those expectations, the company leaned into them.

The new AMGFORCE S+ mode recreates the soundtrack of the legendary AMG turbocharged four-cylinder using recordings from an A 45 S. Engineers reportedly captured more than 1,600 audio samples using 13 microphones before digitally reconstructing the engine’s personality.

But the illusion doesn’t stop at sound.

Artificial gear changes interrupt power delivery. Seat-mounted transducers simulate engine vibration. The digital instrument cluster displays a tachometer and gear indicator. Steering-wheel paddles trigger simulated shifts complete with torque interruption.

Purists will undoubtedly roll their eyes.

Others may appreciate that AMG is trying to inject personality into an experience that many high-performance EVs still struggle to deliver.

Fast on the Road—Fast at the Charger

Performance means little if the battery can’t keep up.

The CLA 45 packs a substantial 94-kWh usable battery operating on an 800-volt electrical architecture. Charging peaks at an impressive 330 kW, allowing a 10-to-80-percent recharge in approximately 22 minutes.

Even more impressive is the claim that just ten minutes plugged into a high-speed charger adds over 270 kilometers (168 miles) of driving range.

Official figures estimate more than 670 kilometers (416 miles) of range for the sedan and 640 kilometers (398 miles) for the Shooting Brake, making this one of the longest-legged high-performance EVs currently announced.

Helping achieve those numbers is an advanced thermal management system, silicon-oxide battery chemistry, a multi-source heat pump, and active aerodynamic elements that continuously optimize drag and cooling.

Active Aero Isn’t Just for Supercars Anymore

The CLA 45 introduces something previously unseen in its class: active rear aerodynamic devices.

The sedan receives a deployable rear spoiler, while the Shooting Brake features an active roof spoiler. Combined with adaptive front radiator shutters, the system balances downforce, efficiency, and stability depending on speed and selected drive mode.

In ECO mode, everything stays tucked away as long as possible.

Select AMGFORCE S+ or RACE, and the aero immediately prepares for maximum performance.

It’s functional engineering rather than decorative styling—a welcome trend in an era where many performance cars rely on oversized wings that accomplish little beyond attracting attention.

Track Day Included

AMG hasn’t forgotten the Nürburgring crowd.

The optional AMG Dynamic Plus Package unlocks TRACK PACE, effectively transforming the CLA into a rolling data acquisition system.

Telemetry records more than 80 parameters ten times every second. Augmented reality overlays ideal racing lines. The head-up display indicates braking points, while Predictive Performance Manager intelligently adjusts power delivery around the circuit to maximize lap times instead of simply unleashing full power everywhere.

For serious drivers, it’s as close as you can get to having an engineer riding shotgun.

The Familiar AMG Look Evolves

Visually, the CLA 45 walks a careful line between tradition and electrification.

The Panamericana grille remains, flanked by muscular wheel arches, aggressive splitters, flush-fitting 19-inch wheels (or optional 20s), and a diffuser featuring six pronounced fins.

Unlike some EVs that attempt to hide their performance credentials behind smooth bodywork, the CLA embraces its AMG identity.

The Shooting Brake, arguably the prettier of the two variants, retains its long roofline while integrating active aerodynamic elements almost invisibly.

Inside, the cabin continues the performance theme with deeply sculpted sports seats, AMG steering wheels, aluminum trim, and the latest generation of Mercedes’ MB.OS infotainment system.

Artificial intelligence from ChatGPT, Google Gemini, and Microsoft Bing is integrated into the new MBUX Virtual Assistant, making the CLA one of the first performance cars to blend cutting-edge AI with dedicated track-focused software.

The new Mercedes-AMG CLA 45 4MATIC+ doesn’t simply represent another fast electric sedan.

It represents AMG’s most ambitious attempt yet to prove that electrification doesn’t have to come at the expense of excitement.

Yes, simulated engine sounds and virtual gearshifts will divide opinion. But they’re only one small part of an extraordinarily sophisticated package built around genuinely innovative hardware. Three axial-flux motors, torque-vectoring unlike anything else in the segment, adaptive aerodynamics, rapid charging, and over 400 miles of range suggest this isn’t an EV trying to imitate a performance car—it is a performance car, just with a different heartbeat.

Whether enthusiasts ultimately embrace the digital theatrics remains to be seen.

One thing is already clear: if Mercedes-AMG wanted to build the quickest, most technologically advanced compact performance car it has ever produced, the CLA 45 4MATIC+ looks more than capable of delivering on that promise.

Source: Mercedes-Benz