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NEW CARS

2027 Mercedes-AMG CLA 45 EV First Look: The Compact AMG That Thinks It’s a Supercar

If there was any doubt that Mercedes-AMG intended to make the electric era every bit as outrageous as its turbocharged past, the new CLA 45 4MATIC+ just erased it.

Forget everything you know about compact performance cars. The latest AMG doesn’t merely replace a gasoline engine with batteries—it completely rewrites the formula. With an astonishing 680 horsepower, a claimed 0–62 mph (100 km/h) time of just 2.7 seconds, and a trio of cutting-edge axial-flux electric motors, the CLA 45 arrives with performance figures that would embarrass yesterday’s exotic machinery. And somehow, Mercedes-AMG insists it’s still practical enough to be your daily driver.

That’s a bold claim. Judging by the hardware, it may not be far from the truth.

Three Motors, One Mission

The headline numbers are impressive enough: 500 kW (680 hp), fully variable all-wheel drive, and acceleration that places the compact CLA firmly in Porsche 911 Turbo territory.

The real story, however, lies beneath the sheet metal.

Instead of relying on conventional radial electric motors, AMG equips the CLA 45 with three axial-flux motors—one driving the front axle and two independently powering the rear wheels. These compact motors debuted in the flagship AMG GT electric four-door, but bringing them into the CLA represents a significant democratization of AMG’s newest technology.

Axial-flux motors differ from conventional EV motors by arranging the magnetic field parallel to the motor shaft rather than perpendicular to it. The result is dramatically higher power density in a much smaller package. The front motor measures just nine centimeters thick, while each rear motor is only about eight centimeters wide.

Those dimensions might sound trivial, but they allow AMG engineers to package supercar performance into a compact sports sedan—and wagon—without sacrificing interior space.

More importantly, having three independently controlled motors gives the CLA abilities that conventional all-wheel-drive systems simply can’t replicate.

Torque Vectoring Goes Fully Electric

Traditional performance cars shuffle torque using clutches and differentials.

The CLA 45 barely needs either.

Each rear wheel receives power from its own dedicated motor, allowing torque vectoring to happen instantaneously and with remarkable precision. The front motor seamlessly joins the party whenever additional traction—or efficiency—is required, disconnecting entirely during low-load cruising to reduce energy losses.

The result is what AMG calls a fully variable Performance 4MATIC+ system, capable of shifting from rear-wheel drive to all-wheel drive almost imperceptibly.

If the technology works as advertised, this could become one of the sharpest-handling electric performance cars yet built.

A Chassis Designed to Keep Up

Delivering nearly 700 horsepower is one thing.

Making it enjoyable is something else entirely.

AMG has developed a dedicated RIDE CONTROL suspension featuring forged aluminum components, adaptive three-way dampers, a three-link front suspension, and a multi-link rear arrangement usually reserved for larger luxury cars.

Drivers can choose between Comfort, Sport, AMGFORCE S+, Slippery, ECO, Individual, and—if equipped with the AMG Dynamic Plus Package—the no-compromise RACE mode.

Unlike many performance EVs that simply deliver brutal acceleration, AMG appears determined to make this one feel alive through corners as well.

Fake Engine? Surprisingly Convincing.

Here’s where things get controversial.

AMG knows many enthusiasts still associate performance with sound, vibration, and gear changes. Rather than ignoring those expectations, the company leaned into them.

The new AMGFORCE S+ mode recreates the soundtrack of the legendary AMG turbocharged four-cylinder using recordings from an A 45 S. Engineers reportedly captured more than 1,600 audio samples using 13 microphones before digitally reconstructing the engine’s personality.

But the illusion doesn’t stop at sound.

Artificial gear changes interrupt power delivery. Seat-mounted transducers simulate engine vibration. The digital instrument cluster displays a tachometer and gear indicator. Steering-wheel paddles trigger simulated shifts complete with torque interruption.

Purists will undoubtedly roll their eyes.

Others may appreciate that AMG is trying to inject personality into an experience that many high-performance EVs still struggle to deliver.

Fast on the Road—Fast at the Charger

Performance means little if the battery can’t keep up.

The CLA 45 packs a substantial 94-kWh usable battery operating on an 800-volt electrical architecture. Charging peaks at an impressive 330 kW, allowing a 10-to-80-percent recharge in approximately 22 minutes.

Even more impressive is the claim that just ten minutes plugged into a high-speed charger adds over 270 kilometers (168 miles) of driving range.

Official figures estimate more than 670 kilometers (416 miles) of range for the sedan and 640 kilometers (398 miles) for the Shooting Brake, making this one of the longest-legged high-performance EVs currently announced.

Helping achieve those numbers is an advanced thermal management system, silicon-oxide battery chemistry, a multi-source heat pump, and active aerodynamic elements that continuously optimize drag and cooling.

Active Aero Isn’t Just for Supercars Anymore

The CLA 45 introduces something previously unseen in its class: active rear aerodynamic devices.

The sedan receives a deployable rear spoiler, while the Shooting Brake features an active roof spoiler. Combined with adaptive front radiator shutters, the system balances downforce, efficiency, and stability depending on speed and selected drive mode.

In ECO mode, everything stays tucked away as long as possible.

Select AMGFORCE S+ or RACE, and the aero immediately prepares for maximum performance.

It’s functional engineering rather than decorative styling—a welcome trend in an era where many performance cars rely on oversized wings that accomplish little beyond attracting attention.

Track Day Included

AMG hasn’t forgotten the Nürburgring crowd.

The optional AMG Dynamic Plus Package unlocks TRACK PACE, effectively transforming the CLA into a rolling data acquisition system.

Telemetry records more than 80 parameters ten times every second. Augmented reality overlays ideal racing lines. The head-up display indicates braking points, while Predictive Performance Manager intelligently adjusts power delivery around the circuit to maximize lap times instead of simply unleashing full power everywhere.

For serious drivers, it’s as close as you can get to having an engineer riding shotgun.

The Familiar AMG Look Evolves

Visually, the CLA 45 walks a careful line between tradition and electrification.

The Panamericana grille remains, flanked by muscular wheel arches, aggressive splitters, flush-fitting 19-inch wheels (or optional 20s), and a diffuser featuring six pronounced fins.

Unlike some EVs that attempt to hide their performance credentials behind smooth bodywork, the CLA embraces its AMG identity.

The Shooting Brake, arguably the prettier of the two variants, retains its long roofline while integrating active aerodynamic elements almost invisibly.

Inside, the cabin continues the performance theme with deeply sculpted sports seats, AMG steering wheels, aluminum trim, and the latest generation of Mercedes’ MB.OS infotainment system.

Artificial intelligence from ChatGPT, Google Gemini, and Microsoft Bing is integrated into the new MBUX Virtual Assistant, making the CLA one of the first performance cars to blend cutting-edge AI with dedicated track-focused software.

The new Mercedes-AMG CLA 45 4MATIC+ doesn’t simply represent another fast electric sedan.

It represents AMG’s most ambitious attempt yet to prove that electrification doesn’t have to come at the expense of excitement.

Yes, simulated engine sounds and virtual gearshifts will divide opinion. But they’re only one small part of an extraordinarily sophisticated package built around genuinely innovative hardware. Three axial-flux motors, torque-vectoring unlike anything else in the segment, adaptive aerodynamics, rapid charging, and over 400 miles of range suggest this isn’t an EV trying to imitate a performance car—it is a performance car, just with a different heartbeat.

Whether enthusiasts ultimately embrace the digital theatrics remains to be seen.

One thing is already clear: if Mercedes-AMG wanted to build the quickest, most technologically advanced compact performance car it has ever produced, the CLA 45 4MATIC+ looks more than capable of delivering on that promise.

Source: Mercedes-Benz

News

Porsche’s Global Sales Slow in 2026 as the 911 Continues to Surge

Porsche’s first-half 2026 sales report reads like a tale of two companies. On one hand, global deliveries fell 16 percent to 122,306 vehicles, marking a noticeable slowdown compared with the same period last year. On the other, the iconic 911 is doing exactly what the 911 has done for decades—ignoring the industry’s turbulence and quietly becoming even more desirable.

If there’s one takeaway from Porsche’s latest numbers, it’s that the Stuttgart automaker isn’t facing a demand problem as much as it’s navigating a rapidly changing product lineup and an electric-vehicle market that’s become far less predictable than many expected.

The headline figure—a 16-percent decline from 146,391 deliveries in the first half of 2025—looks concerning at first glance. But dig a little deeper and the story becomes more nuanced.

Several factors were always going to weigh on Porsche’s performance this year. The combustion-powered 718 Boxster and Cayman have officially reached the end of the road, removing one of the brand’s most accessible sports cars from showrooms. Meanwhile, last year’s exceptionally strong launch of the all-electric Macan created an unusually high comparison point. Add the expiration of U.S. tax incentives for electric and plug-in hybrid vehicles, and Porsche found itself battling headwinds that extended well beyond its own product strategy.

That makes one statistic stand out even more.

Deliveries of the 911 climbed an impressive 19 percent during the first six months of 2026, reaching 30,534 cars worldwide. In an era increasingly dominated by electrification, software updates, and shifting consumer priorities, Porsche’s rear-engined sports car continues to demonstrate that great engineering and timeless appeal never go out of fashion.

The increase was helped by the gradual rollout of new variants introduced over the past year, but it also reflects something Porsche has long understood: enthusiasts continue to gravitate toward high-performance derivatives. GTS, Turbo, and GT models made up a significant share of deliveries across the lineup, suggesting buyers remain willing to spend more for the brand’s most focused machines.

While the 911 continues to shine, the Cayenne remains Porsche’s undisputed volume leader.

The luxury SUV recorded 38,141 deliveries despite a modest nine-percent decline, reinforcing its position as the company’s commercial backbone. More importantly, Porsche has begun customer deliveries of the new Cayenne Electric, with the first examples reaching owners at the end of June. Early feedback from dealers has reportedly been encouraging, giving Porsche confidence as it expands its battery-electric portfolio without abandoning its profitable combustion-powered offerings overnight.

The Macan tells perhaps the most interesting story.

Combined deliveries reached 35,315 units, split between 19,695 gasoline-powered models and 15,620 electric versions. Porsche continues selling both powertrains simultaneously in most markets outside the European Union, and production of the combustion-engine Macan will continue through the end of July 2026.

Even so, total Macan deliveries fell 22 percent. Porsche points to slower-than-expected EV adoption, last year’s exceptionally strong electric Macan launch, and the loss of American purchase incentives as key contributors. It’s another reminder that while electrification remains the industry’s destination, the journey is proving far less linear than many manufacturers anticipated just a few years ago.

Other models weren’t as fortunate.

The Panamera dropped 38 percent to 9,308 deliveries, largely due to a temporary product gap in China—historically one of the sedan’s strongest markets. Porsche expects the recently introduced China-specific Panamera Pure edition to stabilize demand during the second half of the year.

Meanwhile, the outgoing 718 lineup essentially entered its farewell lap. With production ending in late 2025, deliveries collapsed 73 percent to just 2,789 units as remaining inventory dwindled around the globe.

The Taycan also experienced a difficult six months, with deliveries falling 25 percent to 6,219 vehicles. While electric performance remains central to Porsche’s long-term vision, the premium EV market has become increasingly competitive, and demand growth has cooled across much of the industry.

Regionally, North America remained Porsche’s largest market with 37,712 deliveries despite a 13-percent decline. Germany held up relatively well, slipping only six percent, while Europe excluding Germany fell 14 percent.

China continues to represent Porsche’s biggest challenge.

Deliveries plunged 32 percent to 14,501 vehicles as the company maintained its value-over-volume strategy amid an increasingly difficult luxury market. Rather than chase sales through aggressive discounting, Porsche appears willing to sacrifice volume in order to protect brand positioning—a strategy that has historically served the manufacturer well, even if it creates short-term pressure.

Sales across Overseas and Emerging Markets declined 18 percent, with geopolitical instability in the Middle East joining product transitions as contributing factors.

Despite the softer numbers, Porsche executives remain confident that the year is unfolding largely as planned. Alongside the launch of the Cayenne Electric, the company is preparing several high-profile introductions, including the recently revealed 911 GT3 S/C and new Taycan technology featuring an E-Shift system with simulated gear changes designed to add a layer of driver engagement often absent from electric performance cars.

Later this year, Porsche will also provide additional details about its long-term Strategy 2035, outlining how the brand intends to balance combustion engines, hybrid technology, and battery-electric vehicles in an automotive landscape that continues to evolve faster than almost anyone predicted.

If the first half of 2026 proves anything, it’s that Porsche’s biggest strength remains its ability to adapt without losing its identity. Sales may fluctuate as product cycles shift and global markets change, but as long as the 911 continues to capture buyers’ imaginations, the company still possesses something many automakers would envy: a halo car that isn’t just an icon—it remains one of the business’s strongest performers.

Source: Porsche

Story

How Diego Maradona Forced Maranello to Break Its Own Rules

Some people buy cars. Others change automotive history simply by ordering one.

Diego Armando Maradona belonged firmly in the second category.

Fresh off leading Argentina to World Cup glory in 1986, Maradona was arguably the biggest athlete on the planet. His left foot had just delivered one of football’s greatest triumphs, and with fame came the desire for the ultimate reward: a Ferrari Testarossa, the undisputed poster car of the decade.

There was just one catch.

He didn’t want it in red.

Today, a black Ferrari hardly raises an eyebrow. Walk into a Ferrari dealership and you’ll find every imaginable shade on the configurator. But back in the mid-1980s, things worked differently—especially when Enzo Ferrari was still calling the shots.

To Enzo, Ferrari’s identity was inseparable from Rosso Corsa. His flagship models were supposed to leave Maranello wearing the company’s iconic racing red, not some customer-requested color. Personalization wasn’t part of Ferrari’s philosophy, particularly for the halo cars that defined the brand.

Maradona, naturally, wasn’t interested in philosophy.

He wanted his Testarossa finished in black.

The task of making the impossible happen fell to his longtime manager, Guillermo Coppola. Napoli president Corrado Ferlaino had already agreed to purchase the car as a reward for his superstar, reportedly paying an eye-watering $430,000—roughly double the Testarossa’s standard asking price at the time—but money alone wasn’t enough. Someone still had to convince Enzo Ferrari himself to approve a one-off exception.

Against all expectations, Ferrari relented.

The result was one of the rarest Testarossas ever to leave the factory, painted in the elegant Glasurit Nero Met finish. Maradona became just the third person in the world to receive an official factory-built black Testarossa, joining an exclusive club that reportedly included Sylvester Stallone and Michael Jackson.

For most collectors, that would have been the end of the story.

For Maradona, it was only the beginning.

When the car finally arrived at Naples Airport, the Argentine legend admired the dramatic black bodywork before climbing into the driver’s seat for the first time.

Then came an unexpected question.

“Guillermo, where’s the music? Where’s the tape recorder?”

Coppola explained that this wasn’t a luxury grand tourer—it was Ferrari’s vision of an uncompromising road-going supercar. Equipment that most buyers expected simply wasn’t part of the package. No radio. No air conditioning. Even interior trim was kept to a minimum in the pursuit of performance.

Maradona was unimpressed.

According to the story, he immediately opened the door, turned toward Napoli president Corrado Ferlaino, and made it abundantly clear what he thought of a Ferrari that couldn’t keep its driver cool or provide music on the drive home.

His verdict was blunt: if the car didn’t have air conditioning and a stereo, Ferrari could have it back.

Fortunately for everyone involved, cooler heads prevailed.

Ferlaino quickly promised to retrofit a state-of-the-art sound system at the club’s expense while arranging for air conditioning to be installed. With those assurances, Maradona decided to keep the car.

It would go on to become almost as famous as its owner.

The black Testarossa became a fixture of Maradona’s extraordinary years in Naples, standing apart from the sea of red Ferraris and perfectly reflecting the personality of the man who drove it. He wasn’t interested in fitting expectations—on the football pitch or in the parking lot.

The car has since passed through several owners, eventually becoming a coveted collector’s item. When it appeared at auction decades later, it commanded nearly €250,000, with its unique provenance proving every bit as valuable as its rarity.

Looking back, the story isn’t really about a paint color or missing options. It’s about two larger-than-life icons colliding at the height of their powers.

One was Enzo Ferrari, the stubborn perfectionist who believed no customer should dictate how a Ferrari ought to look.

The other was Diego Maradona, a football genius who never accepted the word “no.”

In the end, Maradona got his black Ferrari—and Ferrari proved that, every once in a while, even its own rules could be rewritten.