Tag Archives: vehicles

News

Inside BMW’s Plan to Engineer Emotion Into the Electric M3

BMW has finally said the quiet part out loud: its first electric M car will cheat. Not on performance—Munich wouldn’t dare—but on sensation. Synthetic gearshifts and synthesized sound will be part of the experience when the electric M3 arrives toward the end of 2027, and BMW is unapologetic about it.

The car in question is an all-electric M3 built on BMW’s upcoming Neue Klasse EV architecture, closely related to the next-generation i3. And according to Dominik Suckart, BMW’s head of high-voltage batteries, this won’t be just another fast EV wearing an M badge. “We have a legacy to continue,” he says—corporate speak, yes, but also a clear acknowledgment that M cars live or die by how they feel, not just how hard they launch.

That philosophy explains why BMW is leaning into synthetic interaction rather than pretending physics alone will do the talking. The electric M3 will use artificial shift points and sound profiles to give drivers something familiar to lean on, much like Hyundai’s surprisingly convincing setup in the Ioniq 5 N and Ioniq 6 N. That comparison isn’t accidental. Hyundai’s N division was originally run by Albert Biermann, formerly of BMW M, and the electric Ioniq 6 N may be the closest philosophical rival the M3 EV will face.

Unlike the twin-motor Hyundai setup, BMW is going all-in with four motors—one per wheel—each with its own inverter and reduction gearbox. Everything is overseen by a single control brain, allowing precise torque vectoring that would make a mechanical limited-slip differential blush. BMW still isn’t talking numbers, but with a quad-motor layout and a battery north of 100 kWh, expect output that comfortably clears today’s gas-powered M3—and probably embarrasses it in a straight line.

But straight-line speed is table stakes now. BMW’s bigger concern is engagement. That’s where a bespoke software suite called M Dynamic Performance Control comes in. Suckart promises “never-seen-before handling and traction control,” which is a bold claim in a world where every performance EV already claims millisecond responses and infinite adjustability.

The trick here is flexibility. The electric M3 will be able to run as a full all-wheel-drive car, switch to rear-wheel drive for track use or drifting, and even operate in a range-extending RWD mode for everyday driving. In other words, it won’t just be configurable—it’ll be shape-shifting.

At the center of all this is BMW’s intriguingly named “Heart of Joy” control unit, first shown in the Vision Driving Experience concept. It consolidates drivetrain, chassis, and dynamics controls into a single high-performance computer, reducing latency and making the car’s responses feel more immediate and cohesive. BMW wants this EV to react like a great M car always has: intuitively, predictably, and with a touch of mischief when you ask for it.

The battery itself is doing more than just storing energy. BMW says it will be capable of delivering high sustained output—not just short bursts—and, crucially, will continue to recuperate energy even under extreme deceleration at the limits of grip. That’s an engineering flex aimed squarely at track-day credibility, where many EVs still fade or behave inconsistently once the tires and brakes are fully loaded.

Structurally, the M3 EV gets unique treatment as well. The battery housing is a stressed member of the chassis and will be mounted to both the front and rear axles, rather than only the rear as in the standard i3-based models. The goal is improved rigidity and more consistent handling—again, chasing feel rather than spec-sheet dominance.

Weight, however, remains the elephant in the room. Modern M cars are already portly—the plug-in hybrid M5 tips the scales at nearly 2.5 tons—and EVs don’t exactly help that narrative. BMW says it’s attacking the problem creatively, using natural-fiber composites in place of carbon fiber where possible, a technique already employed on the M4 GT4 race car. Besides reducing mass, these materials carry a 40-percent lower CO₂ footprint than carbon fiber, which neatly aligns with the Neue Klasse’s sustainability messaging.

Whether buyers are truly ready for an electric performance sedan that relies on synthesized drama is still an open question. The market’s response to high-end EVs has been enthusiastic but uneven, especially among traditional enthusiasts. Suckart, for his part, seems unconcerned. “We’re excited about it,” he says, “and I think you can be excited too.”

Perhaps the most telling detail, though, is what BMW isn’t abandoning. Alongside the electric M3, the company has strongly hinted that a more traditional gasoline-powered option will remain, using an updated version of the beloved B58 turbocharged inline-six. That’s BMW hedging its bets—and wisely so.

The electric M3 won’t replace the idea of an M car. It’s BMW’s attempt to translate it. And if that translation requires a few well-tuned digital illusions to keep the soul intact, Munich seems perfectly comfortable pressing “simulate.”

Source: BMW

NEW CARS

Pocket Bunny GT-R

The Tokyo Motor Show is always good for a few double takes. Between earnest production cars and sensible concepts, there’s inevitably something that looks like it escaped from an AI prompt that read “classic JDM legend, but make it tiny.” This year, that honor goes to a car that stops you mid-stride: a pint-size Nissan GT-R that absolutely is not a Nissan GT-R.

What you’re looking at is called the Pocket Bunny, and beneath its familiar scowl is a Suzuki Twin—a kei car last seen quietly minding its own business in the early 2000s. The transformation comes courtesy of the Rocket Bunny Pandem crew, working with designer Jun Takahashi and Saitama-based J Beat Custom Shop. The result is equal parts homage, parody, and love letter to one of Japan’s most revered performance cars: the R32 Skyline GT-R.

The Suzuki Twin, if you need a refresher, was never meant to stir emotions. Introduced in 2002, it was round, upright, and about as threatening as a toaster. But that blank-slate anonymity is exactly what makes it such a compelling canvas. Reimagined as the Pocket Bunny, the Twin sheds nearly all visual ties to its former self. Aside from the doors, windows, and roof, virtually every exterior panel has been redesigned, reshaped, or outright replaced.

The resemblance to the R32 is uncanny—and occasionally surreal. Pandem’s custom kit gives the car a shrunken Skyline face, complete with squared-off headlights and a hood that echoes the original GT-R’s muscular simplicity. The front and rear bumpers are bespoke, the fenders are widened just enough to sell the illusion, and the tailgate and rear wing mirror the Skyline’s greatest hits, scaled down to kei-car proportions. Even the taillights have been reworked to faithfully channel the four-circle GT-R signature.

Stand back a few paces and squint, and your brain fills in the blanks. This thing reads as a classic Nissan, just viewed through a funhouse mirror. It’s the automotive equivalent of seeing a perfectly accurate model train—your rational mind knows it’s small, but your emotions don’t care.

Pull closer and the craftsmanship becomes the story. This isn’t a bolt-on cosplay. According to the builders, installing the kit requires cutting into the original bodywork and sealing the inner fenders. Translation: this conversion is permanent. Once you commit to Pocket Bunny life, there’s no returning to stock Twin anonymity. That’s a bold move for a car that started out as transportation appliance, and it says a lot about the confidence behind the project.

The show car leans hard into the stance scene, riding on new alloy wheels and a dramatically lowered setup thanks to electromagnetic air suspension from Airmext Japan. Inside, subtlety is not invited. There’s a roll cage, bucket seats, a three-spoke steering wheel, and an extra infotainment screen—because why not? It’s part show car, part toy, and fully self-aware.

Performance, at least for now, remains pure kei car. The original 658cc three-cylinder engine carries over, producing a heroic 27 horsepower. Power goes to the front wheels through a five-speed manual, just as Suzuki intended. In stock form, the Twin was available with a hybrid option as well, though neither version was ever accused of being fast.

But that may change. Automotive photographer Larry Chen reports that the Pocket Bunny team has far bigger plans: a rotary engine swap and a conversion to rear-wheel drive. Yes, really. It’s an audacious idea that sounds either brilliant or completely unhinged, which means it’s perfectly on brand. If it happens, the Pocket Bunny would graduate from visual joke to genuine mechanical statement—and probably become terrifying in all the right ways.

As for the kit itself, the price lands at €3,622, not including paint or installation. At the time of writing, it’s officially sold out, though Pandem has promised more runs in the future. Given the attention this tiny GT-R magnet is pulling, that promise will be tested quickly.

The Pocket Bunny doesn’t make sense in the traditional automotive way. It’s not fast, it’s not practical, and it’s certainly not subtle. But it captures something essential about car culture: the joy of reinterpreting icons, the willingness to commit fully to an idea, and the understanding that sometimes the best builds exist simply because someone asked, “What if?”

In a hall full of serious machinery, this little kei car dares you not to smile. And that might be its greatest performance figure of all.

Source: Larry Chen

NEW CARS

Meet the Shangjie Z7: The Taycan Lookalike That Costs Less Than a Taycan’s Options List

If imitation is the sincerest form of flattery, Porsche’s design studio should be feeling very appreciated right now. The latest electric sedan to draw unmistakable inspiration from the Taycan comes from China, wears the name Shangjie Z7, and—if early reports are accurate—costs about as much as a lightly optioned German compact car.

Shangjie has begun rolling out official images and teasers of its upcoming Z7 sedan, and the resemblance to Porsche’s electric four-door isn’t subtle. From the sweeping roofline to the muscular rear haunches, the Z7’s silhouette reads like a Taycan that’s been run through a “slightly different, legally distinct” filter. It’s not a photocopy, but it’s close enough that you’d do a double take at a stoplight.

The headlights, to be fair, go their own way. They don’t mimic Porsche’s signature four-point motif, and that alone may be enough to keep the lawyers at bay. But step back a few meters and squint, and the overall effect is clear: this car wants to tap into the Taycan’s visual gravitas without asking Taycan money.

And that’s the real hook. Chinese media report that the Z7 is aimed squarely at younger buyers, with a rumored starting price under 200,000 yuan—roughly €24,600. For context, the actual Porsche Taycan starts at around 918,000 yuan in China, or about €113,000. That’s not a gap; that’s a canyon.

The Z7 is being developed by HIMA—short for Harmony Intelligence Mobility Alliance—and will be sold under SAIC’s Shangjie brand. HIMA is essentially Huawei’s automotive brain trust, bringing together several Chinese automakers including Seres, Chery, BAIC, JAC, and SAIC. Vehicles born under this alliance already wear names like Aito, Luxeed, Stelato, and Maextro, and the common thread is heavy integration of Huawei’s software, connectivity, and driver-assistance tech.

Design-wise, HIMA hasn’t exactly been shy with the Z7. A dark teaser image practically traces the Taycan’s side profile with a highlighter: coupe-like roof, flush door handles, and pronounced rear fenders that look ready to house a wide set of tires. Even the shape of the doors themselves feels eerily familiar. Around back, the rear glass and full-width light bar lean so heavily on Porsche’s playbook that the word “homage” starts to feel generous.

Up front, though, the Z7 does carve out some identity. Beyond the different headlight design, there’s a prominent LiDAR unit mounted above the windshield—a clear signal that advanced driver-assistance systems, and possibly hands-off driving features, are a priority. That’s a reminder that while the Z7 may borrow its look from Stuttgart, its soul is firmly rooted in China’s tech-forward EV ecosystem.

Things get even more interesting when you factor in reports of a wagon variant. Chinese outlet Autohome has snapped spy photos of what appears to be a Z7 estate, heavily camouflaged but unmistakable in its proportions. The long roof, sloping rear, and overall stance draw obvious parallels to the Taycan Sport Turismo. Porsche’s electric wagon is a niche favorite among enthusiasts; seeing a budget-friendly Chinese interpretation could make it far more mainstream—at least in its home market.

As for what’s under the skin, HIMA is keeping quiet. No specifications have been released, leaving open questions about performance, range, and drivetrain options. The Z7 could slot in as a direct rival to Xiaomi’s SU7, another Taycan-adjacent electric sedan that has already made waves. The SU7 starts at 215,900 yuan (about €26,500), and early versions boast serious performance credentials. If the Z7 lands in the same neighborhood, it could turn the segment into a full-blown price war.

One thing is certain: whatever numbers eventually appear on the spec sheet, the Z7 will undercut Porsche by a massive margin. It’s offering the Taycan’s sleek, low-slung aesthetic at a price that makes Western buyers do a double take—and maybe a little math to see how many Taycan options you’d have to delete to get close.

Whether the Z7 ends up being a genuine driver’s car or simply a compelling visual facsimile remains to be seen. But as China’s EV industry continues to blur the line between inspiration and imitation, one thing is clear: Porsche’s design language has become a global template—and not everyone is charging six figures for it.

Source: Car News China