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NEW CARS

New Dacia Spring Is a Bigger, Smarter Electric City Car With 250 km of Range

Dacia is doubling down on electric mobility with the second-generation Spring, a comprehensively redesigned electric city car that aims to make EV ownership more accessible without abandoning the Romanian brand’s trademark focus on simplicity, practicality and value.

The New Dacia Spring is the first of four all-electric models the automaker plans to launch by 2030, following the company’s strategic roadmap unveiled in March. While it retains the familiar Spring name, almost everything else has changed for the second generation, including its proportions, platform, technology, interior and electric powertrain.

Since its original launch in 2021, the Dacia Spring has become one of Europe’s most successful affordable EVs, with more than 210,000 examples sold across more than 40 countries. Dacia says the model has introduced a significant number of customers to electric mobility for the first time.

The new Spring is designed to continue that mission, but with substantially more technology and a more mature driving experience.

New Dacia Spring Gets a Completely New Design

The biggest visual change for the second-generation Dacia Spring is its size and stance.

Built on Renault Group’s new RG-EV small platform, the new Spring is 18 centimeters wider than its predecessor. The increased width gives the small electric car a considerably more planted and robust appearance while also creating additional space inside the cabin.

Dacia has deliberately kept the exterior design simple and geometric. Rather than relying on excessive styling details, the Spring uses structured surfaces, strong horizontal elements and functional bodywork to create its distinctive appearance.

At the front and rear, black trim elements visually connect the headlights and taillights. These strips emphasize the car’s increased width and incorporate Dacia‘s modern lighting identity, which is inspired by the brand’s Link emblem.

The roof is visually separated from the body by another black element featuring a geometric pattern. That same pattern appears inside the cabin, creating a visual connection between the exterior and interior design.

Customers can choose from four exterior colors:

  • Agave
  • Schist Grey
  • Diamond Black
  • Glacier White

The overall result is recognizably Dacia, but the new Spring has a more substantial presence than the outgoing model.

A More Spacious and Modern Interior

The interior of the New Dacia Spring follows the same philosophy as the exterior: remove unnecessary complexity and concentrate on features that drivers actually use.

A horizontally oriented dashboard helps create the impression of additional width, while also positioning the main information within easy view of the driver.

The instrument cluster now uses a 7-inch digital display, while higher-specification versions receive a 10.1-inch central multimedia touchscreen.

The cabin also includes a range of storage solutions, reinforcing the Spring’s role as a practical everyday vehicle rather than a technology showcase.

Dacia has also paid attention to driving position adjustability. Depending on specification, the driver’s seat can slide and adjust in height, while the backrest reclines. The steering wheel is adjustable for both height and reach.

The upholstery uses bluish tones that complement the dashboard details and the Agave exterior color.

80-hp Electric Motor Produces 175 Nm of Torque

Under the hood, the New Dacia Spring uses a 60 kW electric motor, equivalent to approximately 80 horsepower, producing 175 Nm of torque.

Dacia quotes a 0-to-100 km/h acceleration time of 12.1 seconds and a top speed of 130 km/h.

Those figures aren’t intended to make the Spring a performance car. Instead, they are designed to provide sufficient acceleration for urban driving while allowing the small EV to comfortably integrate into faster traffic and highway journeys.

The compact dimensions and electric drivetrain should be particularly well suited to city environments, where instant torque and easy maneuverability matter more than outright acceleration.

27.5-kWh LFP Battery Delivers Up to 250 km of Range

The New Dacia Spring is equipped with a 27.5-kWh usable LFP battery.

According to Dacia, the car can achieve up to 250 km of WLTP combined range on a single charge.

For the typical Spring owner, that could mean charging only once a week. Dacia’s research into first-generation Spring owners found that they drive an average of approximately 34 km per day, at an average speed of around 34 km/h.

The company also says that approximately 75 percent of charging takes place at home.

Those figures explain why Dacia has prioritized affordable and convenient charging rather than simply chasing a larger battery. For the Spring’s intended urban and suburban customers, a relatively small battery can provide enough range for normal daily use while keeping weight, cost and energy consumption under control.

Dacia Spring Charging Times

One of the major improvements is the range of charging options available for the new electric Dacia.

The standard vehicle comes with a 6.6-kW AC onboard charger. Using a conventional domestic socket, charging from 15 to 80 percent takes approximately nine hours.

With a heavy-duty socket, the same charging process takes about 5 hours and 40 minutes, while a 7-kW wallbox reduces the time to approximately 2 hours and 55 minutes.

Dacia also offers a fast-charge package that adds an 11-kW AC charger and a 50-kW DC fast charger.

With the appropriate infrastructure, charging from 15 to 80 percent takes:

  • 1 hour 55 minutes using an 11-kW three-phase wallbox or 22-kW charging point
  • 28 minutes using a 50-kW DC fast charger

That makes the New Spring considerably more versatile for drivers who occasionally need to travel beyond their normal daily routine.

Built in Europe

Another important change is where the new Spring is produced.

The New Dacia Spring is built in Europe at Renault Group’s Novo Mesto plant in Slovenia.

It is also the first Dacia model to benefit from Renault Group’s latest development programs, which are designed to shorten vehicle development cycles to less than two years while reducing development costs.

That approach fits neatly with Dacia’s broader philosophy: focus on what customers need, eliminate unnecessary complexity and use technology efficiently rather than simply adding features for the sake of it.

Small Dimensions Remain a Major Advantage

Despite becoming wider, the Spring remains designed around urban mobility.

Its 4.95-meter turning radius makes it easy to maneuver through tight city streets and parking spaces. Automatic electric parking brake functionality and reversing sensors are standard across the range.

The Journey trim adds a reversing camera as standard, further simplifying low-speed maneuvering.

The combination of compact dimensions, electric propulsion and a small turning circle makes the Spring particularly well suited to crowded urban environments.

New Dacia Spring Gets Improved Driver Assistance Technology

The second-generation Spring also receives modern driver-assistance technology.

One of the more interesting features is Dacia’s My Safety function. Rather than requiring drivers to individually change multiple assistance-system settings every time they start the car, My Safety allows certain ADAS settings to be customized more conveniently.

This is an example of Dacia’s approach to technology: introduce modern equipment, but make it straightforward to operate.

Smartphone Connectivity Takes Center Stage

Dacia has also developed a relatively simple approach to multimedia and connectivity.

On the Expression version, Media Control works together with the driver’s smartphone. Steering-wheel controls allow basic media and phone functions to be managed, while the Dacia Media Control application provides access to additional features.

A dedicated phone holder is integrated into the upper central portion of the dashboard, allowing the smartphone to act as an important part of the car’s infotainment system.

The holder also supports portrait orientation, giving drivers more flexibility in how they use their device.

The Journey version takes a more conventional approach with Media Nav Live, featuring a 10.1-inch touchscreen and wireless Apple CarPlay and Android Auto compatibility.

The system also includes eight years of connected navigation, with real-time traffic information and continuously updated European maps.

Additional connected functions include charging scheduling, cabin pre-conditioning, vehicle tracking and access to connected services.

The New Spring Is Designed Around Real-World EV Use

Perhaps the most important aspect of the New Dacia Spring isn’t any individual specification. Instead, it is the way the car has been designed around the actual habits of its target customers.

Dacia’s research indicates that Spring owners generally use their cars for relatively short daily journeys, with home charging accounting for the majority of charging sessions.

That makes the decision to use a relatively small 27.5-kWh battery logical.

Rather than building a heavier and more expensive electric vehicle with a huge battery, Dacia has concentrated on delivering enough range for everyday driving while maintaining the affordability and simplicity that made the original Spring successful.

The 250-km WLTP range, 60-kW motor and multiple charging options give the new model considerably more flexibility, while its compact footprint remains appropriate for city driving.

New Dacia Spring Is a Major Step Forward for Affordable EVs

The second-generation Dacia Spring represents a substantial transformation rather than a simple model update.

It is wider, more modern, more technologically advanced and built on Renault Group’s new RG-EV small platform. At the same time, Dacia has deliberately avoided turning the Spring into an unnecessarily complicated or expensive electric car.

With 80 hp, 175 Nm, a 27.5-kWh LFP battery, up to 250 km of WLTP range and DC fast charging capability, the new Spring is positioned as an accessible EV designed around everyday transportation.

Its European production, improved cabin, larger infotainment screen, enhanced driver-assistance technology and more sophisticated charging options should also broaden its appeal beyond the customers who simply wanted the cheapest possible way into electric mobility.

For Dacia, the New Spring is more than a second-generation city car. It is the first visible step in the brand’s broader plan to introduce four new all-electric vehicles by 2030.

And if Dacia can preserve the affordability that defined the original Spring while delivering the substantially improved technology and usability of this new generation, the Spring could remain one of Europe’s most important entry points into electric mobility.

Source: Dacia

News

Skoda Superb Could Be Discontinued as Volkswagen Group Cuts Model Lineup

Skoda is considering a major reshaping of its traditional saloon and estate-car range, with the long-running Superb potentially being phased out as Volkswagen Group moves to reduce the number of models across its brands.

Skoda CEO Klaus Zellmer has indicated that the future of the Superb and Octavia will be carefully evaluated as the company responds to declining demand for conventional saloons and estate cars, as well as the automotive industry’s accelerating shift toward electrification.

The potential demise of the Skoda Superb would mark a significant change for one of the Czech manufacturer’s most established nameplates. The current Superb, now in its fourth generation, has been part of Skoda’s range since 2001 and has built a reputation for offering generous interior space, long-distance comfort and strong value compared with larger premium sedans and wagons.

However, changing customer preferences could mean that the Superb nameplate no longer survives in its current form.

Skoda Superb Faces an Uncertain Future

Speaking to selected media, Skoda CEO Klaus Zellmer acknowledged that the company is examining whether it still needs separate models covering the Octavia and Superb segments.

“We’re very proud of the Superb, and we love the Octavia,” Zellmer said, noting that the Octavia has led its segment since 2016.

The problem is that traditional saloons and estate cars are no longer among the fastest-growing areas of the European car market.

“The big question is going forward: saloons and limousines and combis [estates] are not on the rising path,” Zellmer explained.

That shift in consumer demand is particularly important for Skoda because the company currently has one of the largest and most diverse model ranges in its history.

Skoda has expanded its lineup rapidly in recent years to accommodate different propulsion technologies, including conventional petrol and diesel engines, mild hybrids, plug-in hybrids and fully electric vehicles.

According to Zellmer, the industry’s ultimate destination is clear.

“The end game is electric, there’s no doubt,” he said.

But the transition is unlikely to happen at exactly the same speed across every market, leaving automakers with the difficult task of supporting combustion-engine vehicles while simultaneously investing heavily in EVs.

Next-Generation Skoda Octavia Could Grow Significantly

One of the most important clues about Skoda’s future comes from the Vision O concept.

The Vision O previews the next-generation electric Octavia, which is expected before the end of the decade and will use Volkswagen Group’s new Scalable Systems Platform, or SSP.

The SSP architecture is also planned to underpin the next-generation Volkswagen Golf, giving Skoda access to a more advanced technological foundation for its future electric models.

Interestingly, the Vision O sits dimensionally between the current Octavia and Superb.

That positioning could provide Skoda with an opportunity to consolidate the two model lines into a single vehicle capable of serving customers who currently choose either the Octavia or Superb.

Zellmer acknowledged that possibility, saying the SSP platform provides “wiggle room” to increase the size of future models to Superb dimensions.

The company is therefore considering whether it needs separate vehicles for both segments or whether a single, more versatile model could cover both customer groups.

“We’re currently looking into whether we still need the full monty, or whether we will have a smart way to cover both segments and target groups,” Zellmer said.

That statement could prove to be one of the clearest indications yet that the Superb’s future is in doubt.

The Superb Could Make Way for a Larger Electric Octavia

If Skoda ultimately decides to discontinue the Superb, the next-generation Octavia could become the brand’s primary family car.

Rather than simply replacing today’s Octavia with another similarly sized vehicle, Skoda could position the electric successor higher in the range, giving it more interior space and a broader range of capabilities.

This would allow the company to maintain a strong presence in the traditional family-car market while eliminating some of the overlap between the Octavia and Superb.

Such a strategy would also fit Volkswagen Group’s broader approach to reducing complexity.

The group intends to dramatically reduce the number of models offered across its brands, with the overall portfolio potentially shrinking by around 50 percent by 2035.

The objective is straightforward: fewer models should allow Volkswagen Group to concentrate production volumes, reduce development costs and achieve greater economies of scale.

For Skoda, that could mean fewer vehicles that each serve a larger customer base.

Volkswagen Group Wants Fewer Models

The possible end of the Skoda Superb is part of a much larger transformation within Volkswagen Group.

The company is pursuing an extensive cost-cutting programme designed to improve efficiency and profitability. Rather than every brand developing vehicles for every market segment, Volkswagen Group increasingly wants its brands to specialize and avoid competing directly with one another.

Zellmer emphasized that future product decisions will increasingly be made with the entire Volkswagen Group portfolio in mind.

This means a decision that appears surprising from Skoda’s perspective could make considerably more sense when the group’s complete lineup is considered.

“We’re trying to make sure our footprint overall in the market is big, and we’re not standing on each other’s feet,” Zellmer said.

The strategy is already visible elsewhere within the group.

For example, Volkswagen is expected to take responsibility for developing an electric city car based on an entry-level version of the MEB architecture. The Volkswagen Every1 concept previews this direction.

Skoda, meanwhile, is considering its own options for an electric Fabia hatchback, demonstrating how individual brands may still have flexibility while operating within a more coordinated group strategy.

Skoda Is One of Volkswagen Group’s Strongest Performers

Despite the uncertainty surrounding individual models, Skoda is in a relatively strong position.

The Czech brand is among Volkswagen Group’s most profitable operations and recently reported record sales and profits, with operating margins of approximately 8.5 percent.

That financial performance gives Skoda a stronger foundation than many other automakers facing the same industry pressures.

However, profitability does not guarantee that every successful model will survive.

Zellmer made clear that Skoda’s current success does not mean the brand will be exempt from the group’s model-reduction strategy.

When asked whether Skoda’s strong performance meant it would avoid significant lineup cuts, he responded that it was “not a given.”

The company currently has an unusually complex range because it must cater to customers using multiple types of powertrain technology.

As electrification progresses, Skoda expects some of that complexity to disappear.

Electric Cars Could Simplify Skoda’s Lineup

The transition to electric vehicles could ultimately make Skoda’s portfolio easier to manage.

Today, a manufacturer may need separate versions of a model to accommodate petrol, diesel, mild-hybrid, plug-in-hybrid and battery-electric powertrains.

An electric-only future can potentially reduce that complexity.

However, the transition is proving slower than many automakers initially expected.

That creates a difficult situation for Skoda. The company needs to invest heavily in future EVs while continuing to offer combustion-powered vehicles for customers who are not yet ready to switch.

The Vision O was presented as an electric concept, but Skoda is also considering a range-extender powertrain.

That possibility is particularly significant because a range-extender vehicle could combine a battery-electric driving experience with an internal-combustion engine used primarily to generate electricity.

If Skoda adopts such technology, the company could potentially keep customers interested in electrified vehicles without relying exclusively on large battery packs and charging infrastructure.

The Next Skoda Octavia Could Use a Range Extender

The production version of the Vision O was initially expected to replace the existing Octavia as part of Skoda’s move toward an increasingly electric lineup.

However, slower-than-expected EV adoption could encourage Skoda to extend the life of some combustion-engine models.

That means the transition from today’s Octavia to its successor may not be as straightforward as simply replacing an internal-combustion model with a battery-electric vehicle.

Instead, Skoda could offer a mixture of technologies during the transition period.

A range-extender powertrain could become an important bridge between conventional combustion vehicles and fully electric cars, particularly in markets where charging infrastructure or consumer demand remains inconsistent.

Skoda Octavia Has Sold More Than Seven Million Cars

Whatever happens to the Superb, the Octavia remains one of the most important vehicles in Skoda’s history.

The nameplate has been on the market for 30 years and has generated more than seven million sales worldwide.

The Superb has also been highly successful, with more than 1.6 million examples sold since its modern revival in 2001.

Together, the two models have played a central role in establishing Skoda as a major European manufacturer.

The potential consolidation of the two nameplates therefore represents more than a simple product-line adjustment.

It could signal a fundamental change in how Skoda approaches the family-car market.

What Will Happen to the Skoda Superb?

At this stage, Skoda has not definitively confirmed that the Superb will be discontinued.

Instead, the company’s leadership has made clear that the future of its saloon and estate models is being evaluated as part of the wider Volkswagen Group restructuring.

The most likely scenario is not necessarily the immediate disappearance of the Superb nameplate, but rather a gradual restructuring of the segment.

The next-generation electric Octavia could become larger and more versatile, potentially taking on responsibilities currently divided between the Octavia and Superb.

Whether Skoda ultimately retains the Superb name, replaces it with a larger Octavia or develops another solution remains to be seen.

What is becoming increasingly clear is that the traditional distinction between Skoda’s family models may not survive the transition to the SSP era.

Skoda’s Electric Future Is Taking Shape

Skoda’s future lineup is likely to look very different from the one buyers know today.

The company has already expanded its electric range with models such as the Enyaq and the newly launched Peaq, which Zellmer highlighted as the Volkswagen Group’s only mainstream electric seven-seat SUV.

At the same time, the company is examining how future models can cover broader segments without creating unnecessary overlap.

That philosophy could ultimately be more important than any individual model.

Rather than having separate vehicles for every market niche, Skoda may increasingly develop larger, more flexible models capable of serving several customer groups.

For buyers, that could mean fewer choices in terms of nameplates, but potentially more capable individual vehicles.

The End of the Superb Would Mark the End of an Era

The possible discontinuation of the Skoda Superb highlights one of the biggest changes taking place across the European automotive industry.

For decades, manufacturers competed by expanding their lineups and creating increasingly specialized models.

Today, the direction is moving in the opposite direction.

Automakers are under pressure to reduce development costs, simplify production and invest enormous sums in electrification. That makes it increasingly difficult to justify vehicles that occupy overlapping market segments or serve relatively small volumes.

The Superb is a victim of that changing equation.

It remains a capable and respected car, but the market for traditional saloons and estates is shrinking while SUVs and crossovers continue to dominate consumer demand.

Skoda’s challenge will be to preserve the strengths of the Superb—space, comfort and practicality—while adapting them to a market that increasingly wants electric vehicles and crossover-style designs.

Zellmer compared the process to maintaining athletic fitness.

“It’s like sports: you have your fitness programme, and if you stop training and looking at your diet and everything that keeps you competitive, you’re going to lose.”

For Skoda, that means constantly reassessing its product portfolio—even when individual models remain successful.

The next-generation Octavia and Vision O could therefore represent much more than the future of a single nameplate. They may be the beginning of a new strategy in which one vehicle replaces several models, while electric technology becomes the foundation of Skoda’s next generation of family cars.

Skoda Superb and Octavia: Key Facts

  • Skoda Superb launched: 2001 in its modern form
  • Current Superb generation: Fourth generation
  • Skoda Octavia launched: 30 years ago
  • Octavia sales: More than 7 million worldwide
  • Superb sales: More than 1.6 million worldwide
  • Next-generation electric Octavia preview: Skoda Vision O
  • Future platform: Volkswagen Group SSP
  • Potential Superb replacement: Larger next-generation Octavia
  • Possible future powertrain: Battery-electric and potentially range-extender technology
  • Volkswagen Group strategy: Reduce the overall model portfolio by around 50 percent by 2035
  • Skoda operating margin: Approximately 8.5 percent in the reported period

Source: Autocar

NEW CARS

2027 BMW M350 Brings 437 HP, xDrive and Drift Mode to the New 3 Series

BMW is preparing to give the next-generation 3 Series a serious performance upgrade. The new range-topping BMW M350 will produce 437bhp from a turbocharged 3.0-litre inline-six, making it significantly more powerful than the outgoing M340i while introducing a feature previously reserved for BMW’s full M cars: a dedicated drift mode.

Positioned below the next-generation BMW M3, the M350 is set to become the fastest and most powerful combustion-engined version of the regular 3 Series when it arrives. With all-wheel drive, an eight-speed automatic transmission and a 0-62mph time of just 4.1 seconds, the new M350 promises to blur the line between a conventional sports sedan and a full-blown performance car.

BMW M350 Gets 437bhp From a Turbocharged Inline-Six

At the heart of the new BMW M350 is BMW’s familiar turbocharged 3.0-litre straight-six petrol engine. According to BMW, the engine will deliver 437bhp and 428lb ft of torque.

That represents a substantial increase over the outgoing BMW M340i, with the new model gaining 50bhp and 30lb ft of torque.

The M350 will be the only regular 3 Series derivative, alongside the forthcoming M3, to use BMW’s signature six-cylinder petrol engine. Other combustion-powered versions of the next-generation 3 Series are expected to rely on updated four-cylinder petrol and diesel engines.

The additional power puts the M350 firmly into performance-car territory while retaining the everyday usability that has long defined the 3 Series.

0-62mph in 4.1 Seconds

Power will be delivered to all four wheels through BMW’s familiar eight-speed automatic transmission and xDrive all-wheel-drive system.

BMW claims the new M350 will accelerate from 0 to 62mph in just 4.1 seconds. That makes it only 0.6sec slower than the outgoing M3, despite the M350 being positioned below BMW’s full-performance M model.

Top speed will be electronically limited to 155mph.

The figures underline just how far the M350 has moved beyond the traditional executive-sports-sedan formula. With 437bhp, substantial torque and all-wheel drive, the new BMW will have enough performance to challenge some cars that previously occupied a much higher performance bracket.

BMW M350 Drift Mode Is a First

Perhaps the most surprising addition to the new BMW M350 is its drift mode.

For the first time, BMW will bring this feature to a non-M 3 Series derivative. Previously, the ability to deliberately send power exclusively to the rear wheels in a dedicated drift setting was associated with BMW M models such as the M3.

When activated, the system can direct all of the engine’s drive to the rear axle, making it significantly easier for the driver to induce and control a slide.

There is one catch, however. The BMW M350 drift mode will not be available from launch. Instead, BMW plans to introduce the feature through a software update scheduled for next year.

That approach highlights how increasingly important software has become to modern performance cars. Rather than requiring a hardware change, BMW can unlock additional driving functionality through an over-the-air update.

Steel Suspension Standard, Adaptive Dampers Optional

Despite its performance credentials, the M350 will retain a conventional steel-spring suspension system as standard.

Buyers will be able to upgrade to one of two adaptive damper systems. One will prioritize comfort and everyday usability, while the other will feature a firmer setup with BMW M branding and a greater focus on performance driving.

The choice could make the M350 particularly appealing to buyers who want a single car capable of handling both daily commuting and fast driving on demanding roads.

BMW will also equip the M350 with a staggered sports-tyre configuration. The front axle will use 245mm-wide tyres, while the rear tyres will measure 275mm across.

The wider rear rubber should help the M350 put its 437bhp to the road while also contributing to the car’s more aggressive handling characteristics.

New BMW 3 Series Launches With Petrol and Electric Power

The BMW M350 will form part of an entirely new generation of the 3 Series.

BMW is expected to launch the electric i3 first, followed by the combustion-engined versions of the next-generation 3 Series later this year. UK deliveries of the petrol-powered models are expected to begin in early 2027.

The strategy reflects BMW’s decision to develop the next 3 Series around multiple powertrain technologies rather than moving exclusively toward electric propulsion.

As a result, buyers will be able to choose between electric and combustion-powered versions of BMW’s iconic compact executive sedan.

Will BMW Bring Back the M340d?

One major question remains unanswered: will BMW introduce a successor to the M340d?

The previous-generation 3 Series offered the M340d, combining BMW’s performance-oriented M treatment with a powerful diesel engine. However, the chances of seeing an M350d—or an equivalent high-performance diesel—appear increasingly slim.

Diesel-powered passenger cars have continued to lose popularity in many European markets, while increasingly stringent emissions regulations are making high-performance diesel applications more difficult to justify.

The upcoming Euro 7 emissions regulations could further complicate the business case.

BMW’s decision to remove the “i” suffix from petrol-powered model names is also noteworthy. Historically, the “i” designation distinguished petrol models from diesel versions carrying a “d” suffix. Its removal could signal a broader change in the way BMW identifies its combustion-powered cars—and potentially the disappearance of some diesel variants.

Four-Cylinder Engines for Other 3 Series Models

While the M350 will retain BMW’s six-cylinder performance engine, the rest of the combustion-powered 3 Series range is expected to use four-cylinder powerplants.

These engines are likely to be updated versions of BMW’s existing B48 petrol and B47 diesel families, which are already used in the current-generation 3 Series.

This creates a clear hierarchy within the new range: four-cylinder engines for mainstream models, the 3.0-litre straight-six for the M350, and a substantially more powerful M3 sitting above them.

Next-Generation BMW M3 Will Offer Petrol and Electric Power

The arrival of the M350 is only part of BMW’s larger performance strategy.

The next-generation BMW M3 is expected to arrive in 2027 and will be offered with both petrol and electric power. BMW M boss Frank van Meel has already described the forthcoming electric M3 as the petrol-powered car’s “own natural enemy.”

The electric M3 is expected to use a quad-motor powertrain, giving BMW the ability to independently control the torque delivered to each wheel.

That could create a completely different approach to performance and handling compared with the traditional rear-biased dynamics of the combustion-engined M3.

For enthusiasts, the relationship between the M350, petrol M3 and electric M3 could become one of the most interesting aspects of BMW’s next-generation performance lineup.

BMW M350 vs M3: How Close Will They Be?

On paper, the M350 is already remarkably close to the outgoing M3 in straight-line performance.

Its 437bhp output and 4.1-second 0-62mph time mean that the gap between the two cars is considerably smaller than the model hierarchy might suggest.

The M3 will remain the more serious performance machine, with a chassis, brakes, aerodynamics and powertrain engineered specifically for BMW M’s highest level of road and track performance.

But the M350 could occupy an increasingly attractive middle ground. It promises near-M3 acceleration while offering the comfort, practicality and understated character expected from a regular 3 Series.

The addition of a rear-wheel-drive drift mode makes the comparison even more intriguing.

A New Era for the BMW 3 Series

The next-generation BMW 3 Series is shaping up to be one of the most technologically significant versions of the model yet.

The M350 combines a 437bhp turbocharged straight-six, xDrive all-wheel drive, an eight-speed automatic transmission, adaptive suspension options and—eventually—a dedicated drift mode.

More importantly, BMW is maintaining a combustion-powered performance option at a time when the automotive industry is rapidly transitioning toward electric vehicles.

The result could be a BMW M350 that serves as a final high-performance expression of the traditional six-cylinder 3 Series formula before electric power becomes increasingly dominant.

With the next M3 arriving soon and an electric four-motor M3 promising an entirely different approach to performance, BMW’s new 3 Series family could offer enthusiasts more choice than ever—while simultaneously marking the beginning of a major shift in what a performance BMW can be.

Source: BMW