CONCEPT CARS

BMW M3 EV Is Coming—and It Could Have More Than 1,000 HP

For decades, the BMW M3 has been the benchmark sports sedan—the car that somehow managed to blend everyday usability with racetrack credibility better than almost anything else on four wheels. Soon, however, the M3 will enter uncharted territory. And if BMW’s latest concept is any indication, the future won’t arrive quietly.

Unveiled during the 24 Hours of Le Mans, the BMW M Concept Neue Klasse isn’t officially called an M3. BMW describes it as “the announcement of a new design language for high-performance cars from the BMW M division,” but the message is unmistakable. This is the clearest preview yet of the all-electric performance sedan widely expected to arrive as the i3 M—or, depending on BMW’s final naming strategy, the electric M3.

Either way, Munich’s most famous sports sedan is preparing for a dramatic transformation.

An M Car for the Electric Age

Park the concept next to an E30 M3 and the connection becomes obvious. The proportions, the stance, and the intent all point toward the same destination, even if the car wears an electric identity that some traditionalists may never fully embrace.

The M Concept Neue Klasse evolves the shape first introduced by last year’s Vision Driving Experience concept, but this version looks significantly closer to production reality. The familiar Neue Klasse sedan silhouette remains intact, yet nearly every surface has been sharpened and exaggerated by BMW’s M division.

The front and rear fascias feature aggressively sculpted openings inspired by high-speed multihull racing yachts. Cube-shaped LED elements, known internally as “track lights,” replace conventional lighting signatures. Flared fenders dramatically widen the car’s footprint, while a prominent ducktail spoiler finishes the rear with unmistakable motorsport intent.

Finished in Monza Red metallic, the concept combines visual drama with lightweight materials. Natural-fiber components appear throughout the splitter, diffuser, hood vent, roof, and side aerodynamic elements. M Yellow lighting accents further reinforce the racing connection, while aerodynamically optimized mirrors and center-lock wheels complete the competition-inspired look.

The stance tells its own story. A wider track, lowered suspension, and noticeable negative camber suggest that BMW’s engineers are still obsessed with handling—even if the soundtrack now comes from electric motors rather than a straight-six.

Race-Car Interior, Road-Car Technology

Inside, the M Concept Neue Klasse shares much of its architecture with BMW’s upcoming Neue Klasse models. The panoramic iDrive display stretches across the base of the windshield, while the minimalist dashboard layout reflects BMW’s next-generation design philosophy.

Everything else screams M.

Four deeply sculpted bucket seats trimmed in Merino leather feature integrated five-point harnesses. Structural components made from natural fibers remain visible throughout the cabin, emphasizing weight reduction and rigidity. A Nubuck-trimmed roll cage extends through the interior, matching the steering wheel and door panels.

The dashboard is wrapped in a black illuminated woven material, while red accents and bespoke controls distinguish the concept from its more mainstream Neue Klasse siblings. It feels less like a luxury sedan and more like a road-going touring car that somehow retained a license plate.

Four Motors, Four Digits of Horsepower

The real story lies underneath.

Power comes from BMW’s new four-motor M eDrive system, developed specifically for future high-performance electric M models and built upon the sixth-generation Neue Klasse architecture.

BMW isn’t revealing official output figures yet, but reports suggest the production car could generate anywhere between 710 and 1,014 horsepower. If accurate, even the least powerful version would comfortably eclipse today’s M3 Competition, while the upper end would place it firmly in supercar territory.

The concept’s reported torque figure—17,990 Nm—sounds almost absurd, though as with many EV concepts, that number likely represents wheel torque rather than a conventional engine-output measurement.

More important than the raw numbers is how BMW intends to deploy them.

The company says power management is handled by its new M Dynamic Performance Control system, operating through what BMW calls the “Heart of Joy” central computing platform. The setup continuously controls power delivery and braking at each individual wheel, promising unprecedented levels of agility, precision, and responsiveness.

In other words, BMW isn’t merely trying to build a fast electric sedan. It’s trying to build an electric M car that still behaves like an M car.

Bigger Battery, Faster Charging

Supporting all that performance is BMW’s new 800-volt electrical architecture and a battery pack exceeding 100 kWh in capacity.

The battery utilizes sixth-generation cylindrical cells developed specifically for M applications, allowing higher power delivery, improved thermal management, faster charging speeds, and greater driving range. BMW has also integrated the battery structure directly into the vehicle’s chassis, increasing rigidity and contributing to sharper handling characteristics.

It’s a familiar strategy among modern EVs, but one that becomes particularly important when attempting to make a heavy electric sedan feel as precise as a traditional sports car.

The End of the M3? Not Quite

Perhaps the most interesting aspect of BMW’s strategy is that the electric M3 won’t replace the gasoline version—at least not immediately.

Industry reports indicate BMW is simultaneously developing a next-generation combustion-powered M3 featuring a mild-hybrid inline-six engine. That car is expected to adopt Neue Klasse-inspired styling and technology while continuing to serve buyers who aren’t ready to leave internal combustion behind.

For the first time in the M3’s history, enthusiasts may soon have a choice between two fundamentally different interpretations of the same icon: one powered by a turbocharged straight-six and the other by four electric motors.

It’s a fascinating moment for BMW M. The company isn’t abandoning its past, but it’s clearly preparing for a future where performance is measured as much in software and electrical architecture as it is in displacement and boost pressure.

Whether enthusiasts ultimately accept the electric version as a true M3 remains to be seen. But based on what BMW showed at Le Mans, one thing is already clear: the most technologically ambitious M car ever built is getting ready to hit the road.

Source: BMW

NEW CARS

New Mercedes-AMG GLE 63 S and GLS 63 Debut with M177 EVO Power

Just when it seemed every performance SUV was heading toward downsized engines and increasingly electrified futures, Mercedes-AMG has delivered a reminder that some traditions are worth fighting for.

Meet the heavily revised GLE 63 S 4MATIC+ and GLS 63 4MATIC+, two familiar high-performance SUVs that arrive carrying something increasingly rare in today’s automotive landscape: a hand-built AMG V8. More importantly, that V8 isn’t merely surviving—it has been extensively reengineered to ensure it remains part of AMG’s future.

At the center of both SUVs sits the latest evolution of AMG’s legendary M177 engine, a 4.0-liter twin-turbocharged V8 now known internally as the M177 EVO. While output remains unchanged at 612 horsepower and 627 pound-feet (850 Nm) of torque, AMG engineers have performed a comprehensive overhaul beneath the aluminum skin.

The headline change is a new flat-plane crankshaft, a feature more commonly associated with exotic sports cars than luxury SUVs weighing well over two tons. The switch reduces rotating mass, sharpens throttle response, and allows the engine to spin more freely toward redline. AMG says the result is a more eager and responsive character while simultaneously helping the powertrain meet increasingly stringent emissions regulations around the globe.

That balancing act—preserving personality while satisfying regulators—has become one of the industry’s greatest engineering challenges. AMG’s answer includes revised intake and exhaust ports, an updated fuel-injection system, redesigned turbocharger components, and a significantly upgraded emissions-control package that now includes a particulate filter as standard worldwide.

The V8 is no longer working alone, either.

A 48-volt electrical architecture and second-generation integrated starter-generator contribute an additional 23 horsepower and 151 pound-feet (205 Nm) of temporary assistance. The mild-hybrid setup smooths stop-start operation, improves low-end response, and recovers energy during deceleration without diluting the combustion engine’s character.

And yes, performance remains suitably outrageous.

Mercedes-AMG claims the GLE 63 S reaches 62 mph (100 km/h) in just 3.9 seconds, while the larger GLS 63 follows closely behind at 4.2 seconds. Both are capable of a 174-mph (280-km/h) top speed.

For many AMG loyalists, however, the numbers are only half the story.

The soundtrack matters just as much.

To that end, AMG has developed an entirely new Performance Exhaust system complete with active valves. In Comfort mode, the V8 settles into a subdued rumble appropriate for school runs and highway cruising. Select Sport+ and the system unleashes the deeper, more aggressive voice buyers expect from an AMG flagship.

Visually, Mercedes has given both SUVs a stronger performance identity. A redesigned front fascia features a more prominent Panamericana-style grille, larger cooling intakes, and new AMG-specific lighting signatures. Around back, quad exhaust outlets and an aggressive diffuser leave little doubt about what powers these machines.

The hardware beneath the bodywork receives equally significant attention.

AMG Ride Control+ combines air suspension with adaptive dampers and can alter its personality dramatically depending on driver preference. The system lowers the vehicle by 10 millimeters during spirited driving to improve aerodynamics and stability, yet can also raise ride height for rough roads or light off-road excursions.

For drivers who somehow find themselves tackling trails in a 612-hp luxury SUV, a dedicated Trail mode increases ground clearance by up to 55 millimeters while recalibrating the suspension, all-wheel-drive system, and damping characteristics.

Body control is managed by AMG Active Ride Control, which uses electromechanical anti-roll bars on both axles. Sensors monitor vehicle movements up to 1,000 times per second, actively counteracting body roll and helping these large SUVs corner with surprising composure.

The permanent AMG Performance 4MATIC+ system remains fully variable, capable of distributing torque precisely where it’s needed. Working alongside an electronically controlled rear differential, the setup promises sharper turn-in, improved traction, and greater stability whether carving through mountain roads or navigating snow-covered highways.

Inside, the formula blends performance and luxury in typical AMG fashion.

Drivers are greeted by the latest AMG Performance steering wheel, available in Nappa leather, microfiber-trimmed MICROCUT, or carbon-fiber finishes. Premium leather upholstery options span everything from understated black to vibrant MANUFAKTUR shades such as yacht blue and carmine red, while carbon trim and microfiber headliners reinforce the sporting atmosphere.

Technology also takes a step forward thanks to Mercedes-Benz’s new MB.OS operating system. High-resolution displays provide AMG-specific performance data, including real-time torque distribution, G-force measurements, and detailed engine telemetry, transforming the digital cockpit into a rolling performance command center.

Perhaps the most telling aspect of these updated SUVs isn’t any single specification, however. It’s the philosophy they represent.

In an era when performance increasingly arrives through batteries, software, and synthetic soundtracks, Mercedes-AMG has chosen to invest heavily in preserving one of its defining characteristics: a powerful twin-turbocharged V8.

The GLE 63 S and GLS 63 may be luxury family haulers on paper, but their existence sends a broader message. AMG believes there is still room in the future for eight cylinders, real exhaust notes, and the kind of mechanical drama that helped build the brand’s reputation in the first place.

For enthusiasts, that’s probably the most important number of all.

Source: Mercedes-Benz

NEW CARS

New Denza Z Combines 1,582bhp with Four-Seat Practicality

For decades, the world’s fastest grand tourers have arrived wearing familiar badges. Ferrari. Porsche. Aston Martin. Maserati. Even newcomers like Rimac have spent years earning credibility before asking six-figure buyers to take them seriously.

Now comes the Denza Z, a Chinese-built electric super-GT with 1,582 horsepower, a claimed 0–62 mph time of less than two seconds, and enough ambition to challenge Europe’s establishment on its own turf.

And perhaps most surprisingly, it’s heading to Europe before it goes on sale at home.

Fresh regulatory filings in China have revealed the full scale of Denza’s flagship performance machine, confirming figures that place it firmly in hypercar territory. The BYD-owned luxury brand’s new halo model produces a staggering 1,582 horsepower from a tri-motor electric powertrain, matching the sort of output once reserved for seven-figure exotics.

The numbers are predictably outrageous. Denza claims the Z will blast from 0 to 62 mph in under 2.0 seconds—putting it in the same conversation as the Rimac Nevera—and newly disclosed specifications reveal a top speed of 217 mph.

Not bad for a four-seat convertible.

Heavyweight Performance

The catch, if there is one, comes on the scales.

The soft-top version tips the balance at 5,842 pounds (2,650 kilograms), while the hard-roof model shaves that figure down slightly to 5,688 pounds (2,580 kilograms). Those are substantial numbers even in the EV era, though Denza clearly believes overwhelming power can compensate for excess mass.

Customers seeking maximum performance will be able to specify a sport package featuring a prominent rear wing. Beyond adding visual drama, the package unlocks the car’s full 217-mph capability. Standard models are electronically limited to a still-ridiculous 186 mph.

Designed by a Familiar Hand

While the badge may be new to many enthusiasts, the styling comes from a designer with impeccable credentials.

The Z was penned by Wolfgang Egger, whose résumé includes iconic work at Alfa Romeo, including the stunning 8C Competizione. The production car remains remarkably faithful to the concept first shown in Beijing, retaining its smooth bodywork, low nose, and cab-forward proportions.

The result is less aggressively futuristic than many modern EVs and more reminiscent of a traditional European grand tourer—an intentional move for a car targeting buyers accustomed to established luxury brands.

A Rare EV That Still Has Buttons

Inside, Denza appears to have resisted the temptation to bury every function inside a touchscreen.

The concept’s cabin featured a surprising number of physical controls, including what appear to be dedicated switches for drive modes and suspension settings. A squared-off steering wheel, exposed carbon-fiber trim, and bucket seats reinforce the performance focus, while the 2+2 seating layout positions the Z as a genuine grand tourer rather than a stripped-out track special.

It’s an approach that feels refreshingly old-school in a segment increasingly dominated by minimalist interiors and touchscreen overload.

Hypercar Technology Underneath

The headline power figure is only part of the story.

The Z employs a sophisticated three-motor setup with one electric motor driving the front axle and two powering the rear. It also receives steer-by-wire technology and BYD’s advanced DiSus-M magnetorheological suspension system, borrowed from the wild Yangwang U9 hypercar.

That suspension can continuously adjust damping characteristics based on upcoming road conditions, effectively preparing the chassis before it encounters bumps or surface changes.

Whether the Z will inherit the U9’s attention-grabbing ability to hop into the air remains unknown. As entertaining as that feature may be, European GT buyers are likely to care more about ride quality at 150 mph than party tricks in a parking lot.

Europe First, China Later

Perhaps the most telling detail isn’t found in the specifications sheet.

Denza plans to launch the Z in Europe before introducing it to Chinese customers, a bold strategy that reveals exactly who this car is targeting. The company clearly sees the continent’s premium GT market as the ultimate proving ground for its luxury ambitions.

It’s a daring move. European buyers have historically been loyal to domestic performance brands, and convincing them to spend supercar money on a relatively unknown Chinese nameplate won’t be easy.

Still, performance figures have a way of attracting attention.

The Price Question

Denza hasn’t revealed pricing, but the closest competitor on paper is arguably Maserati’s GranTurismo Folgore, which starts at roughly £180,000.

The Chinese brand may attempt to undercut that figure to accelerate market acceptance, though the Z will inevitably command a significant premium over the upcoming Denza Z9 GT, itself expected to start around £100,000.

If Denza can combine its extraordinary performance, advanced technology, and potentially aggressive pricing into a genuinely polished grand tourer, Europe’s established luxury manufacturers may have a new problem on their hands.

The numbers suggest the Denza Z is already capable of embarrassing some of the world’s fastest cars.

Now it has to prove it can be more than just a spec sheet hero.

Source: Autocar

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