Category Archives: News

News

BMW M2 Goes All-Paw: xDrive Is Coming for the Baby M

For decades, the smallest M car has clung to a simple, tire-smoking philosophy: two driven wheels, a straight-six up front, and a driver willing to do the rest. Now that changes. BMW is preparing to fit the M2 with all-wheel drive for the first time, aligning its pocket rocket with the traction-maxed ways of the BMW M3, BMW M4, and even the thunderous BMW M5.

The new M2 xDrive—briefly outed on BMW’s U.S. website—will be offered alongside the standard rear-driver. In other words, purists can keep their smoky exits, while the stopwatch set gets a new weapon.

Automatic Only, Attitude Intact

There’s a catch, of course. The all-wheel-drive setup will be paired exclusively with BMW’s eight-speed automatic. That means the six-speed manual—currently a point of pride for the rear-drive car—remains a RWD-only affair. If you want three pedals, you’ll have to do without the extra driveshafts.

But don’t expect the xDrive system to turn the M2 into a nose-heavy snow plow. Like other recent M cars, the setup is expected to be rear-biased, with selectable drive modes and likely a full rear-drive setting for those who want to cosplay as drift heroes. BMW’s modern M xDrive systems have proven adept at walking the line between security and silliness; there’s little reason to think this one will be any different.

More Power to Offset the Pounds

Under the hood, expect the familiar 3.0-liter twin-turbo S58 inline-six to carry over—only with a bump. Current output sits at 480 horsepower, but whispers suggest the xDrive variant could creep closer to 530 horsepower, brushing up against BMW M2 CS territory.

That extra muscle won’t be frivolous. All-wheel drive hardware adds mass—front half-shafts, a transfer case, and reinforced components aren’t weightless. With the scale likely nudging toward 1800 kilograms (just shy of 4000 pounds), the added horsepower should help preserve the M2’s hard-edged punch.

Launch Control, Unleashed

The real payoff will come at the drag strip—or more realistically, at your local stoplight. Extra traction should slash the 0–100 km/h (62 mph) sprint to under four seconds, turning the once-tail-happy scrapper into a repeatable launch-control assassin. Where the rear-drive car demands finesse off the line, the xDrive model should simply hook and go.

Built in Mexico, Aimed at the World

Production is expected to begin mid-year at BMW’s San Luis Potosí plant in Mexico, with market arrival slated for the second half of 2026. That gives enthusiasts time to decide which side of the philosophical fence they stand on.

The M2 has long been the holdout—the last small M car to resist the pull of front-axle assistance. Soon, it’ll join the all-weather, all-surface club. The question isn’t whether it’ll be quicker. It will be.

The real question is whether quicker makes it better—or just different.

Source: BMW

News

Rimac Hands the Keys to a New CEO

If you were building a Mount Rushmore of modern European automotive disruptors, Mate Rimac would already be chiseling his own face into the granite. At 38, he has managed to do what most industry veterans need a lifetime to attempt: run not one, but two globally significant car companies. But even the most ambitious founder eventually runs into the same immovable object—time.

This week, the Croatian electric powerhouse confirmed a leadership reshuffle that feels less like corporate housekeeping and more like a strategic rebalancing of an empire. Former COO Nurdin Pitarević steps up as CEO of the Rimac brand, while Rimac himself transitions to president, freeing him to focus more intently on his role at Bugatti, where he remains CEO. Taking over the COO role is Marko Brkljačić, who has effectively been operating in that capacity already.

The Real Story Isn’t the Cars

On the surface, this might read as a changing of the guard at the company that built the 1,914-hp Rimac Nevera, the EV hypercar that rewrote the performance record books. But the truth is more industrial—and arguably more important.

Rimac today isn’t just a boutique hypercar manufacturer crafting carbon-fiber lightning bolts for the ultra-wealthy. It’s a Tier 1 technology supplier moving tens of thousands of battery systems and high-performance power units annually. The real growth engine is Rimac Technology—the division that quietly powers everything from limited-production exotics to major OEM electrification programs.

And that’s precisely where Pitarević comes in.

The Operator Takes the Wheel

Pitarević arrived from Continental with the kind of operational pedigree you don’t usually associate with hypercar dream factories. Over the past several years, he has served as Rimac’s right hand, translating vision into production lines, and ambition into contracts. If Mate Rimac is the visionary who imagines a 250-mph electric missile, Pitarević is the executive who ensures the battery modules arrive on time and under budget.

In Rimac’s own words, Pitarević blends “deep operational experience with clear strategic thinking and a strong sense of people and culture.” Translation: he’s the adult in the room when scaling from dozens of cars to tens of thousands of high-voltage systems.

His mandate runs through 2030 and beyond, and it’s anything but modest. The roadmap includes sweeping digitalization powered by artificial intelligence, plus development of next-generation solid-state batteries—likely in partnership with ProLogium Technology, following an agreement signed in September 2025. If solid-state tech reaches production viability under Rimac’s roof, the company won’t just be building the fastest EVs in the world—it could be supplying the chemistry that defines the next decade of electrification.

Beyond the Nevera

Yes, the Nevera still exists as a rolling proof-of-concept for what happens when engineers are given free rein and a carbon budget that rivals a space program. And yes, the newly revealed Bugatti Tourbillon signals that combustion—albeit heavily electrified—isn’t dead in Molsheim.

But the broader play stretches far beyond halo cars. Partnerships with BMW Group and Ceer Motors are already public. Additional joint programs remain under confidentiality, which in automaker-speak usually means “very real and very expensive.”

This is where the leadership shift makes sense. Rimac the founder thrives on moonshots. Rimac the supplier needs structure, scale, and relentless process optimization. You can’t personally oversee hypercar development in France while simultaneously managing exponential battery output in Croatia—not if you plan to sleep.

Founder as President, Builder as CEO

Importantly, Mate isn’t going anywhere. As president, he retains strategic oversight and the cultural stewardship that made Rimac what it is: fast, fearless, and engineering-obsessed. But day-to-day execution now belongs to Pitarević.

In Silicon Valley terms, this is the classic transition from founder-CEO to founder-chairman. In automotive terms, it’s more unusual—and more telling. Hypercar startups don’t typically evolve into global battery suppliers. Then again, most hypercar startups don’t end up controlling Bugatti.

If Pitarević successfully scales Rimac Technology through AI integration, solid-state breakthroughs, and deeper OEM entanglements, this move won’t be remembered as a simple executive reshuffle. It’ll be seen as the moment Rimac stopped being just the company that built the world’s wildest electric hypercar—and fully embraced its role as one of Europe’s most important EV technology architects.

For enthusiasts, nothing changes. The cars will still be outrageous. The numbers will still be absurd.

But behind the scenes, the company just shifted into a higher gear.

Source: Rimac Automobili

News

Ford is coming back

For the better part of a decade, Ford Motor Company has treated traditional passenger cars the way most people treat old gym memberships—fond memories, but ultimately expendable. Crossovers, SUVs, and pickup trucks became the main course, while sedans and hatchbacks were quietly cleared from the table. In Europe, that meant saying goodbye to staples like the Ford Mondeo, Ford Fiesta, and Ford Focus. In America, the purge was even more dramatic. Today, the Ford Mustang stands alone as the brand’s only traditional passenger car.

But now? There’s a flicker of something unexpected: contrition. Or at least, recalibration.

During Ford’s fourth-quarter 2025 earnings call, CEO Jim Farley hinted that the company isn’t done building cars for Europe. Not exactly a grand revival tour—but not a funeral procession, either.

“We have plans, exciting plans for Europe, related to our passenger cars,” Farley said, carefully threading the needle between optimism and caution. The key phrase wasn’t “exciting,” though—it was “profitable.” Ford doesn’t just want to build cars; it wants to build cars that make money. And not just for the company, but for dealers, too.

That’s a subtle but important shift. The previous retreat from cars was largely justified by razor-thin margins and Europe’s brutally competitive small-car market. If Ford returns, it won’t be to relive the glory days of volume for volume’s sake. It’ll be to play in segments where it believes it has an edge.

The Renault Connection

The biggest clue to Ford’s strategy lies not in Dearborn, but in France. The company is collaborating with Renault to develop at least two electric vehicles based on the French automaker’s AmpR small EV platform—the same architecture underpinning the reborn Renault 5 and the new Renault 4.

One of those Fords is widely expected to be an all-electric spiritual successor to the Fiesta. If that happens, it would mark a poetic return for one of Europe’s most beloved superminis—this time humming instead of buzzing. The other model could take the shape of a compact electric crossover, potentially replacing the Puma Gen-E down the line.

It’s a pragmatic move. Developing small EVs from scratch is a financial blood sport, and sharing platforms spreads the cost. More importantly, it allows Ford to re-enter segments it abandoned—without betting the farm.

Hybrids, Partners, and a 2027 Timeline

Ford’s head of Germany, Christoph Herr, reportedly told dealers that the company would invest in several new vehicles—some co-developed with partners, some not—and that they’d arrive starting in 2027. Powertrains? A mix of hybrids and all-electrics.

That timeline matters. By 2027, Europe’s regulatory landscape will be even more aggressive about emissions, and consumer appetite for electrification will likely be stronger—assuming infrastructure keeps pace. A carefully timed re-entry could allow Ford to surf the wave instead of fighting it.

Overseeing this new chapter is Christian Weingaertner, freshly appointed general manager of the passenger vehicle division. His background in business transformation suggests this won’t be a nostalgic exercise. Expect spreadsheets to matter as much as steering feel.

Not a U-Turn—More Like a Three-Point Turn

Let’s be clear: this isn’t Ford admitting it was wrong to prioritize trucks and SUVs. Those vehicles are still the company’s financial backbone. But Europe is a different battlefield. Compact cars and city-friendly EVs remain culturally and economically relevant there in ways they simply aren’t in the U.S.

If Ford can leverage Renault’s hardware, keep costs in check, and deliver a product with genuine Blue Oval character—sharp steering, smart packaging, maybe even a dash of fun—it could carve out a profitable niche. Not a mass-market blitz. More of a precision strike.

The real question isn’t whether Ford can build another great European hatchback. It’s whether it can build one that makes money in 2027 and beyond.

After years of thinning the herd, Ford may finally be ready to plant something new in Europe’s passenger-car soil. The difference this time? It’s bringing a calculator along for the ride.

Source: Ford Authority