Category Archives: NEW CARS

NEW CARS

2026 BMW M2 CS: A Modern Classic in the Making

There was a time when BMW’s CS badge came with a neat little production number attached — a flex of exclusivity written right into the spec sheet. The M3 CS? Limited. The M4 CS? Counted. But Munich has since changed its tune. When it comes to the new M2 CS, built at BMW’s San Luis Potosí plant in Mexico, the company isn’t giving up the numbers game so easily.

Still, a few clues have emerged. In Japan, BMW confirmed that only 87 units will be sold locally — a neat coincidence given the car’s internal code name, G87. Globally, insiders whisper that fewer than 2,000 examples will be built, depending on demand. Production is set to wrap by July 2026, but as Sylvia Neubauer, BMW M’s Vice President of Customer, Brand, and Sales, told us earlier this year, there’s “huge demand” for this car. Unsurprisingly, the U.S. leads orders, followed by Germany and China — a predictable trifecta for the brand’s hottest compact coupe.

A Familiar Shape, Sharpened for Battle

At the 2025 Japan Mobility Show, BMW displayed the M2 CS in Individual Velvet Blue, a show-stopping hue that looks equal parts luxury and lunacy under the lights. The color palette remains tasteful yet expressive — Sapphire Black, Brooklyn Grey, and M Portimao Blue complete the list — each set off by matte Gold Bronze forged wheels that look lifted straight from BMW’s heritage catalog.

The M2 CS isn’t a mere appearance package, of course. Under the hood lies the same twin-turbo 3.0-liter inline-six that powers the M3 and M4, but here it’s turned up to full track-day volume. Expect roughly 520 horsepower, channeled through either a six-speed manual or BMW’s excellent eight-speed automatic. Lightweight carbon-fiber panels, recalibrated suspension, and a diet of M Performance hardware make this CS the purest expression yet of the baby M car’s potential.

Exclusivity Comes at a Price

Japanese customers will pay ¥14,880,000 — about $97,000 before taxes or options like carbon-ceramic brakes or Individual paint. That’s a steep climb from the standard M2, but exclusivity doesn’t come cheap, and every M2 CS bound for Japan will be right-hand drive and track-ready out of the box. Deliveries begin next month.

The Story Isn’t Over

BMW M isn’t done with the G87 platform just yet. A Track Package is due next year, adding sharper aero and even lighter components. Rumors also point to an xDrive variant, a first for the M2, which could broaden the car’s appeal without diluting its character. And if history is any guide, there’s still one more step above CS: a CSL. Nothing’s confirmed, but M isn’t denying it either — and given the way this car has been received, we’d bet good money the “L” is already in the works.

For now, the M2 CS stands as a reminder of what BMW M does best: small car, big power, no nonsense. Whether it’s 87 units or 2,000, this might be the last of its kind — a gas-powered M car that blends analog charm with modern precision. And that alone makes it worth celebrating.

Source: BMW

NEW CARS

Toyota Kids Mobi: The EV That Lets Your Kid “Drive” Before You Hand Over the Keys

Toyota’s booth at this year’s Japan Mobility Show felt more like a Pixar movie set than an auto expo. Between spider-like delivery bots and a six-wheeled Lexus minivan, the automaker’s lineup brimmed with ideas that could’ve rolled straight out of an animated future. But among all the robotics and rolling oddities, one little pod stole the spotlight — and plenty of hearts.

Meet the Toyota Kids Mobi, a self-driving, bubble-shaped EV designed exclusively for children. Framed as “safe and secure AI-powered personal mobility for kids,” it’s equal parts toy, tech showcase, and sci-fi fantasy brought to life.

The design looks like it was dreamt up by a team of engineers and preschoolers in equal measure. The smooth, pod-like body hides its wheels inside rounded fenders, and the front end wears animated LED “eyes” that blink and smile. Even the roof-mounted sensors are shaped like ears, giving the whole thing the charm of a cartoon sidekick.

Lift the upward-swinging canopy, and inside sits a snug single seat tailored for children up to 130 cm tall (about 4 feet 3 inches). Once your future commuter climbs in, the canopy seals shut and the car’s built-in AI companion — adorably dubbed the UX Friend — springs to life. The assistant chats, tells stories, and plays games during the ride, turning every trip into something between a lesson in autonomy and a Pixar short.

Despite being fully autonomous, the Kids Mobi still lets kids “participate” in the drive — a subtle way of giving them a sense of control without actually handing over any. “It’s not just adults who want to drive and enjoy some time to themselves,” Toyota explains. “Kids also want freedom of mobility. And just as adults have cars, kids deserve a trusty sidekick.”

Letting a child roll off solo in an AI-powered pod might sound like a Black Mirror episode waiting to happen, but Toyota insists the system’s goal is safety. In fact, the company argues that, one day, autonomous pods like this could be safer than a traditional school bus.

Of course, the Kids Mobi remains very much a concept — part of what Toyota calls the “ultimate goal” of its AI x Robotics Data Center. Translation: this is a research platform, not a production promise. But that doesn’t make it any less fascinating.

And the fun doesn’t stop there. Just a few feet away on the show floor, Toyota also unveiled Chibibo, a four-legged delivery robot with all the personality of a mechanical puppy. Designed to trot alongside people or vehicles, it can carry small parcels — or even a kid’s backpack — up stairs and through narrow alleys. When it’s not hauling, it crouches down in a resting pose like a loyal robotic pet.

If Toyota’s vision pans out, the next generation of school drop-offs could look a lot different: your kid zipping off in a bubble EV with their robot companion trailing behind. Until then, Kids Mobi is parked firmly in the concept zone — though show visitors can climb inside for a photo op and take home an exclusive keychain.

For now, it’s equal parts whimsical and weird, but unmistakably Toyota: always a few steps (and wheels, and legs) ahead in imagining how mobility might look when even the kids get their own ride.

Source: Toyota

NEW CARS

2026 Hyundai Elexio Aims to Electrify Australia’s Mid-Size SUV Market

Hyundai’s latest EV isn’t an Ioniq—but it might just be its next big hit.

When Hyundai unveiled the Elexio, an electric SUV born from its joint venture with Chinese automaker BAIC, most observers assumed it would stay confined to China’s borders. After all, cars from such collaborations often serve as regional experiments, not global exports.

Turns out, Hyundai had other plans. The company has now confirmed that the Elexio is heading for Australia, with a launch penciled in for next year. Once it lands, the Elexio will slot neatly between the Kona Electric and the Ioniq 5, giving Hyundai a three-pronged EV lineup that covers nearly every corner of the electric SUV map.

Between Two Worlds

The Elexio isn’t a rebadged Ioniq or a regional variant—it’s something different. Sitting on the E-GMP platform, it shares its bones with the Ioniq 5, Ioniq 6, and Kia EV6, but wears its own sheetmetal and interior styling. Think of it as Hyundai’s bridge between its Korean roots and China’s rapidly evolving EV design language.

And yes, it looks like it. The Elexio’s styling is distinct—angular, assertive, and unapologetically Chinese in influence. Whether Australian buyers embrace it is anyone’s guess, but in a market that’s warming up to Chinese-built electric SUVs, its odds look better than you’d think.

Powertrain and Range

Hyundai plans to offer three variants for Australia:

  • Single-motor standard range
  • Single-motor long range
  • Dual-motor all-wheel drive long range

The two rear-wheel-drive versions will each use a 160 kW (215 hp) motor, while the all-wheel-drive model gets bumped to 230 kW (308 hp). If that sounds familiar, it’s because those numbers line up neatly with the Kia EV5, another E-GMP-based sibling.

All models will use an 88.1-kWh battery pack, good for a claimed 722 km (449 miles) in China’s testing cycle. Expect something closer to 500 km (311 miles) under the stricter WLTP standard—still competitive for the segment. Fast charging isn’t quite Ioniq 5-fast; a 30-to-80 percent top-up takes about 27 minutes, compared to the Ioniq 5’s impressive 18-minute sprint from 10 to 80 percent.

Cabin Tech and Design

Step inside, and you’ll find an interior that’s more Shanghai chic than Seoul minimalist. A 27-inch widescreen panel stretches across the dashboard, blending the driver display, infotainment, and even a dedicated passenger screen into one seamless expanse.

Below that, Hyundai has kept things refreshingly uncluttered. Wireless charging pads, an eight-speaker Bose sound system, and plenty of soft-touch materials create a cabin that feels more premium than its price tag might suggest. A small secondary display sits close to the windshield, serving as a minimalist gauge cluster.

Pricing and Positioning

In China, the Elexio starts at 119,800 yuan (around US$16,900) and tops out around 149,800 yuan (about US$21,100). Don’t get too excited—those prices will balloon once the Elexio crosses the Pacific.

Australian pricing hasn’t been confirmed, but industry chatter points to something in the AU$55,000 to AU$65,000 range (US$36,000–$42,600). That would place the Elexio right in the thick of the mid-size electric SUV fight, squaring off against the Tesla Model Y, BYD Sealion 7, Kia EV5, and MG Marvel R.

Our Take

Hyundai is betting that the Elexio can serve as a gateway EV—something stylish enough to stand out, yet affordable enough to bring new buyers into the fold. The design might divide opinions, and its slower charging times won’t thrill road-trippers, but if Hyundai nails the local pricing, the Elexio could easily become a common sight on Australian roads.

Because in a segment where value and range matter more than badge prestige, Hyundai just might have found the sweet spot between Korean engineering and Chinese efficiency.

Source: Hyundai