At the Hyundai stand at the ongoing Munich Motor Show is the Concept Three, which the carmaker claims is the Ioniq EV sub-brand’s first compact car concept. This continues a long line of show cars (45, Prophecy and Seven) preceding the production models (Ioniq 5, 6 and 9).
In this case, the Concept Three – as the name suggests – will preview the Ioniq 3, a small, sporty five-door hatchback that is set to do battle with the likes of the Volkswagen ID.3 and BYD Dolphin. With a cab-rearward design and a roofline that slopes towards the rear, it has shades of the Genesis GV60 about it, although the Hyundai will obviously be smaller and less upscale inside.
Looking very much like a blown-up Hot Wheels car, the Concept Three cuts a striking, confident figure, wearing an Art of Steel design language inspired by Hyundai’s “advanced steel technologies” – emphasised by the anodised look of the matte Tungsten Grey paint.
Diagonal slashes highlight the reverse-rake C-pillars and the joining between the clamshell bonnet and the doors, adding some sharpness and tension to contrast with the soft organic forms elsewhere. Just three main surfaces form the design of the Concept Three, Hyundai says, along with a yellow-tinted wraparound glasshouse (the cross-spoke wheels are coloured to match).
Hiding in the leading edge of the bonnet are slim daytime running lights that are very similar to those on the facelifted Ioniq 6, as well as the four dots – Morse code for “H” – that signify the Hyundai brand. Below this, the company’s signature Parametric Pixel lighting has evolved into a literal pixelated display that is capable of showing animations.
The Parametric Pixel theme is mirrored in the full-width taillights, enclosed in a cool transparent (again yellow-tinged) ducktail spoiler. In place of conventional door mirrors are cameras within round Death Star-like housings. Hyundai is clearly aware of the Star Wars association, because the gaping rear diffuser hides an inscription that reads, “May the downforce be with you.”
Inside, the grey and yellow theme continues, slathered on the futuristic egg-like seats with ginormous (and bizarre) rectangular headrests. The dashboard and centre console feature tubular forms; the former is fitted with physical air-con controls (rejoice!), the latter is topped by a strange pistol-grip grab handle that matches the door pulls.
The driver is faced with an oblong steering wheel with just a single bottom spoke and another Parametric Pixel display, as well as customisable “Bring Your Own Lifestyle” widgets that form an instrument display. Making a prominent appearance on the car is the ghost-like mascot Mr. Pix, which shows up in the displays and in Easter eggs like the dashboard end caps, the shark fin antenna and even the rear bumper shut line. A similar character was found on the wacky Insteroid concept from earlier this year.
Measuring 4,287 mm long, 1,940 mm wide and 1,428 mm tall, the Concept Three is around the same size as the Kia EV3 (ignoring the aggressively low height and the width inflated by the huge wheel arch flares) that it should share its mechanicals with. Meanwhile, its 2,722 mm wheelbase slots neatly between the EV3 (2,680 mm) and the EV4 (2,820 mm), with all three riding on the Hyundai group’s Electric Global Modular Platform (E-GMP).
This being an outlandish concept, there are no technical details as yet. However, we can expect the production Ioniq 3 to feature the EV3’s 204 PS single front motor and a choice of either 58.3 kWh nickel manganese cobalt (NMC) battery – delivering a WLTP-rated range of 436 km in the Kia – or a 81.4 kWh pack with a segment-busting 605 km of WLTP range.
Don’t expect the fast 800-volt DC fast charging of the other Ioniq models, however, with the Ioniq 3 expected to receive the 400-volt electrical architecture of the EV3, EV4 and Inster. As such, expect a charge from 10 to 80% to take slightly longer, at 29 minutes for the 58.3 kWh battery and 31 minutes for the 81.4 kWh unit.
Spurred on by a “surging demand for compact EVs” in Europe, the Ioniq 3 will be just the start of a new EV offensive that will see Hyundai launch 21 global EV models by 2030 and offer an electrified version of every model by 2027. No EVs on the cards for Malaysia, however – at least for the time being.
The Leapmotor B05 has made its debut at IAA Mobility 2025 in Munich, Germany, depicted here wearing Lafa 5 badging as used in markets such as China.
Leapmotor has revealed that the B05 measures 4,430 mm long, 1,880 mm wide and 1,520 mm tall with a wheelbase of 2,735 mm. This makes it the size of the Volkswagen ID.3 EV hatchback that measures 4,261 mm long, 1,809 mm wide and 1,552 mm tall with a 2,765 mm wheelbase, and is thus comparable to the eighth-generation Golf (4,284 mm long, 1,789 mm wide, 1,456 mm tall, 2,636 mm wheelbase).
“The B05 [reflects] our commitment to innovation, accessibility, and empowering the next generation of drivers across Europe and beyond,” Leapmotor CEO Zhu Jiangming said in a statement, indicating that the C-segment-sized EV hatchback is aimed at international markets.
Currently, little has been disclosed regarding the technical specifications of the B05, though the EV hatchback shares its LEAP 3.5 modular platform with the B10 SUV, according to Car News China.
Therefore, the B05 hatchback is likely to share key aspects with the B10. The C-segment SUV starts with a 179 PS/175 Nm single electric motor and a 56.2 kWh lithium iron phosphate (LFP) battery, the latter providing range of 510 km on the CLTC Chinese domestic test cycle, which should equate to around 420 km on the WLTP standard for the B10.
A range of powertrain variants can therefore be expected for the B05 hatchback as well, thus also likely to include the 218 PS/240 Nm powertrain from the B10 SUV. A larger, 67.1 kWh LFP battery offers 600 km of range (CLTC) in the B10 SUV, or around 490 km on the WLTP standard, and this could also feature in the B05 hatchback.
Exterior equipment visible on the B05 includes a set of 19-inch alloy wheels, shod in tyres measuring 225/45R19. Its headlamps appear to be housed in a full-width enclosure as on the B10 and C10, and the full-width layout is also used for its tail lamps, as is commonly found on EVs today.
Door handles on the B05 are flush-fitted units, as on its larger stablemates. According to Car News China, selected trim levels also feature a Lidar unit on its roof (not found on the yellow example photographed here).
The cabin of the B05 remained inaccessible at time of photography, though the hatchback’s interior can be expected to be similar to that of the B10 SUV, which gets a 8.8-inch digital instrument cluster and a 14.6-inch central infotainment display running on a Leapmotor operating system.
As mentioned by the CEO of Leapmotor, the debut of the B05 at IAA Mobility Munich indicates the brand’s intent for Europe and other markets outside China. According to Autocar, the B05 could go on sale in the United Kingdom by 2027, estimated to be priced from 27,000 pounds sterling (RM154,248).
CATL has unveiled its Shenxing Pro LFP EV battery at the ongoing IAA Mobility 2025 in Munich. Equipped with CATL’s proprietary NP (No Propagation) 3.0 tech, the company touts safety, fast charging, long life, long range, power and cold-weather resilience.
Two types are available for Europe – the Super Long Life & Long Range Battery and the Super-Fast Charging Battery. Marathon or sprint, you choose. CATL says the former can deliver a 758-km WLTP range, has a record lifespan of 12 years or 1,000,000 km, and degrades by just 9% after the first 200,000 km.
Of the latter, the Chinese battery giant claims an ability to recoup 478 km of WLTP range in just 10 minutes of charging (0.8 km per second), 830 kW (1,128 PS) of power and a 2.5-second 0-100 km/h time even at 20% SoC. The Super-Fast Charging Battery is also said to be capable of recovering 410 km of range in 20 minutes of charging at -20 degrees Celsius, and is backed by a warranty of up to 10 years/240,000 km.
In the event of a thermal runaway, both batteries are claimed to be able to sustain high-voltage supply for over an hour with no fire nor smoke, allowing drivers to calmly navigate their cars away from danger zones.
The batteries incorporate what CATL calls Wave cells, which feature a raised shoulder design and space-sharing technology, and the company says it’s the world’s first battery that allows cooling systems and fixation to be applied from any direction.
Also omni-directional is vibration suppression, which boosts stiffness by 25% and doubles durability. CATL also claims a 76% pack volume efficiency and says it’s moving towards higher European localisation by collaborating with carmakers, material producers, recyclers and local communities.
After its preview as far back as 2021, the Polestar 5 has now made its official debut. Built on Polestar’s own bonded aluminium platform, the Polestar Performance Architecture, this 4+1 seater grand tourer measures 5,087 mm long, 2,015 mm wide and 1,425 mm tall with a wheelbase of 3,054 mm, with front and rear wheel track widths of 1,716 mm and 1,684 mm respectively.
The Polestar 5 features an 800-volt electrical architecture and a dual-motor powertrain in two versions. The Polestar 5 Dual Motor packs combined outputs of 748 PS and 812 Nm, propelling the vehicle from 0-100 km/h in 3.8 seconds, while the Polestar 5 Performance gets a combined 884 PS and 1,015 Nm, enabling the 0-100 km/h sprint in 3.2 seconds. Both are limited to a top speed of 250 km/h.
Both variants of the Polestar 5 get a 112 kWh (106 kWh usable) lithium-ion NMC battery pack from SK On, capable of taking AC charging at up to 11 kW, which yields a 0-100% charge in 11 hours, and DC charging at up to 350 kW, the latter capable of a 10-80% recharge in 22 minutes.
The Dual Motor variant goes further on a charge, rated for 670 km of range on the WLTP testing standard, while the more powerful Performance variant is rated for 565 km (WLTP).
Chassis for the Polestar 5 features double wishbone front suspension and four-link rear suspension, using coil springs and passive dampers on the Dual Motor variant, while the Performance gets Magneride dampers. Wheels are 20- and 21-inch alloys on the Dual Motor, with 21- and 22-inch units for the Performance. These house Brembo brakes with four-piston front callipers.
On the Polestar 5 exterior, headlamps are dual-blade style, adaptive pixel LED units with automatic blocking on 12 segments per headlamp, while the front end of the vehicle houses the SmartZone ADAS with forward-facing radar.
Each door is fitted with electric latching for the flush-mounted door handles which deploy when the car is unlocked. The Polestar 5 features a panoramic glass measuring 2 m long and 1.25 m wide, the largest on any Polestar model so far, says the company.
Inside, the cabin of the Polestar 5 has been designed with “equal focus for driver and passengers,” and the Recaro-designed front seats have an especially low hip point, says the firm. The driving position is deliberately reclined, and the nine-inch driver’s instrument display is mounted to the electrically adjustable steering column to provide optimal line of sight. This is joined by a 9.5-inch head-up display.
The 4+1 seating configuration means the Polestar 5 is designed primarily as a four-seater, where each rear seat can be individually reclined. The rear seat armrest in its lower position providing climate controls, and this can be raised to offer a fifth seat.
Infotainment is accessed via a portrait-oriented 14.5-inch central touchscreen, running on a Polestar-specific Android Automotive operating system with Google built-in. Two specifications of audio are offered for the Polestar 5; the first is a Polestar High Performance Audio 10-speaker system with 300 watts, and the other is a Bowers & Wilkins 21-speaker with Tweeter-on-Top technology and 1,680 watts of output.
Seat upholstery is MicroTech as standard, while Nappa leather by Bridge of Weir can be optioned. Recycled materials , including Econyl, continue to feature here as on earlier Polestar models, for the carpets, while recycled PET is used for the headlining, and a knitted second deco wrapping of the upper section of the doors.
Further along the cabin, lighting is by laser-edged light strips in white or gold, For device charging, a wireless charging pad offers up to 15 W, while there are four USB-C ports in total (18W in front, and 18 W at the rear). The rear luggage compartment gets a 12-volt power outlet.
Driving assistance systems in the Polestar 5 include Understeer Control Logic, Electronic Stability Control, Trailer Stability Assist, Regenerative Stability Control, adaptive cruise control, Pilot Assist, Lane Change Assist, Intelligent Speed Assist with speed limit information and warnings, and collision avoidance and mitigation through braking and steering (detecting vehicles, cyclists and pedestrians).
Also on are Advance Collision Avoidance, Forward Collision Warning, Lane Keeping Aid, Lane Departure Warning, Run-off Road Mitigation, Oncoming Lane Mitigation, Driver Alert Control, Rear Collision Warning and Mitigation, Cross Traffic Alert with brake support, Road Sign Information, Blind Spot Information with steer assist, Exit Assist (with alerts for objects approaching from behind when opening doors), and post-impact braking.
The Polestar 5 has gone on sale in Europe, priced from EUR 119,900 (RM591,406) for the Polestar 5 Dual Motor and from EUR 142,900 (RM704,854) for the Polestar 5 Performance.
Xpeng returned for this year’s IAA Mobility show (otherwise known as the Munich Motor Show) by presenting the new P7, so here are some live photos of the brand’s flagship electric sedan from the event floor.
Launched in its home market of China in late August 2025, the P7 is priced from 219,800 to 301,800 yuan (about RM130k to RM178k) across four variants. The base option 702 Ultra features a 74.9-kWh lithium iron phosphate (LFP) battery that provides up to 702 km of range following the CLTC standard.
This sends power sent to a rear electric motor rated at 367 PS (362 hp or 270 kW) and 465 Nm of torque, enabling a 0-100 km/h time of 5.8 seconds. With an 800-volt electrical architecture, the battery supports 5C charging and can get from a 10-80% state of charge in 12 minutes.
Meanwhile, all remaining variants get a 92.2-kWh nickel cobalt manganese (NCM) battery that can charge from 10-80% in 11.3 minutes, with the one in the 820 Ultra powering the same electric motor as the base variant. This setup sees the most range of the lot at 820 km, and the century sprint time is reduced to 5.4 seconds.
There’s also the 750 Performance that adds another electric motor at the front for all-wheel drive and a total system output of 594 PS (586 hp or 437 kW) and 695 Nm. This variant is the quickest in the run to 100 km/h at 3.7 seconds, although range takes a hit at 750 km. The most expensive variant is also a 750 Performance, but with scissor doors at the front.
All variants have an identical top speed of 230 km/h and come with dual-chamber air suspension, variable dampers as well as four-piston Brembo brake callipers at the front. Active brake ventilation and intelligent torque distribution are reserved for the 750 Performance cars.
In terms of available equipment, the P7 comes standard with the VLA (Vision-Language-Action) suite of assisted driving features, a comprehensive suite of active safety systems, an 8.8-inch digital instrument cluster, a 15.6-inch infotainment touchscreen, a nine-inch rear-view mirror display, an 87-inch head-up display, an 8-inch rear entertainment screen, a whole bunch of AI-powered functions and more.
At IAA Mobility, Xpeng announced that it will officially open its Munich R&D centre this month as part of its global expansion plan. CNBC reports the brand will make launch its mass-market Mona brand in overseas markets next year.
The most powerful production 911 to date is described by Porsche as the superior all-rounder among sports cars. Meet the new Porsche 911 Turbo S, the range topper of the 992.2-generation 911 that has been unveiled at the IAA Mobility Motor Show in Munich.
Available as a coupe and cabriolet, the 911 Turbo S comes with significantly increased performance, a ‘more powerful design’, improved aerodynamics, an optimised chassis and more exclusive equipment.
“The 911 Turbo S is the most complete and versatile form of driving a Porsche 911. Whether in daily use, on long autobahn journeys or on the racetrack – we have made the new 911 Turbo S even more comfortable, more individual and significantly faster than its predecessor,” says Frank Moser, VP of the 911 and 718 model lines.
We’ll start with what’s chucked in the rear, which is now electrified like in the 911 Carrera GTS. That car has a single electric exhaust gas turbocharger (eTurbo) integrated into the 400V T-Hybrid system with a 1.9 kWh battery, but there are two eTurbos for the Turbo S, with a specially designed turbine and compressor. Going from one to two not only boosts max output, but improve responsiveness too, Porsche says.
The most powerful production 911 to date delivers 711 PS and 800 Nm of torque, with the latter available over a wide range of 2,300 to 6,000 rpm. The power curve of the 3.6L flat-six has a flat top of a peak – the full 711 PS – which by the way is 61 PS more than the previous 3.8L Turbo S – is available from 6,500 to 7,000 rpm.
The eight-speed PDK gearbox with an integrated electric motor transmits power to the all-wheel drive system, which helps the Turbo S Coupe get from 0-100 km/h in 2.5 seconds (a McLaren W1 needs 2.7 seconds), two tenths faster than before. 0-200 km/h takes just 8.4 seconds, half a second faster. Top speed is 322 km/h. For context, the GTS’ headline figures are 540 PS/610 Nm, 3.0 seconds and 312 km/h.
You’d expect the extra powertrain hardware to weigh more than 85 kg, but that’s the weight difference between the 992.2 Turbo S and its non-electrified predecessor. Porsche says that this beast lapped the Nürburgring Nordschleife in 7:03.92 minutes, which is around 14 seconds faster than the previous Turbo S.
Powertrain aside, the new Turbo S sports the latest tyres (Pirelli P Zero R provides significantly improved dry handling while maintaining good performance in the wet, Porsche says), 10 mm wider rear tyres (325/30 ZR 21, front 255/35 ZR 20 size unchanged), new brake pads for the standard Porsche Ceramic Composite Brake (PCCB) system (better performance and pedal feel) and larger rear discs (390 to 410 mm, front 420 mm unchanged). These are the largest ever PCCB brakes in a two-door Porsche.
Improved aerodynamics are derived from active, vertically arranged cooling air flaps at the front and an active front diffuser, together with an adjustable front spoiler lip and the extendable and tilting rear wing carried over from the previous Turbo S. Cooling air flows optimally to the brakes and radiators. The active aero reduces lift or, when retracted, drag, depending on the driving situation. Drag coefficient has been reduced by 10%.
Interestingly, Porsche says that the active aero improve wet braking performance – in wet mode, the front diffusers close to shield the front brake discs from excessive water spray.
There’s more. The T-Hybrid’s high-voltage electrical system and battery allowed Porsche to equip the new Turbo S with electro-hydraulically controlled Porsche Dynamic Chassis Control (ehPDCC) as standard.
This system reduces the tendency to roll when changing direction and increases agility when entering and exiting corners. The system works with cross-connected active coupling rods, in which pressure is built up by oil volume flow depending on the driving situation. The stabilisers generate support forces and keep the 911 in balance. This makes the car even more predictable and easier to drive despite the enormous power; comfort, stability and agility are all improved at the same time, Porsche says.
The electro-hydraulic PDCC is available with an optional lift system for the front axle. The previous car had this too, but here, it ‘acts much faster’ due to the 400V system integration. Finally, a new standard sports exhaust system with rear silencer and tailpipe trims made of titanium delivers a ‘more emotive sound’ together with engine tricks like asymmetrical timing. The exhaust system saves 6.8 kg, too.
We move on to aesthetics. The new Turbo S sees the introduction of Porsche’s cross-series Turbo design strategy in the 911. Contrasting elements are finished in Turbonite, a colour reserved for Turbo variants. You can find it on the Porsche crest, Turbo S lettering and new wheel centre-lock design. There are also Turbo S-specific inserts in the slats of the rear wing and the side window strips.
Turbonite accents are also found in the cabin, specifically on the door panels, steering wheel, dashboard and centre console surrounds, as decorative stitching, and on the Sport Chrono stopwatch and instrument cluster. The dark hue can also be found on the seatbelts and several buttons. Carbon-structured trim strips with neodyme trim and a perforated microfibre headliner with black backing make their debut.
Adaptive 18-way ‘Sports Seats Plus’ with memory function and “Turbo S” lettering on the headrests are standard. The Turbo S-specific embossing on the seat surfaces and door panels is a reinterpretation of the design features of the first 911 Turbo 930, Porsche says. If you want something more aggressive, the 911 GT3’s folding lightweight sports buckets is an option for the coupe.
By the way, the coupe is delivered as a two-seater, but one can have the rear seats fitted at no extra charge. The cabriolet comes in a 2+2 configuration. For customisation, the Porsche Exclusive Manufaktur range offers things like over 100 exterior colours, a visible carbon roof and even lightweight wiper arms made of carbon, which are 50% lighter.
You can also have a Porsche Design chronograph watch to match your ride. The Chronograph 911 Turbo S has a titanium case with black titanium carbide coating and is powered by the COSC-certified Porsche Design caliber WERK 01.200 with flyback function. The rotor can be customised to match the wheel design of your car, and the caseback can be engraved. Turbonite can be found here too, along with a strap made of original Porsche interior leather and yarn. Handmade to order in Grenchen, Switzerland.
Porsche has claimed to be the first automaker to make wireless electric vehicle (EV) charging available to customers, revealing an 11-kW charging system with a one-box base plate at this year’s IAA Mobility show (also known as the Munich Motor Show).
According to the German company, the next-generation, all-electric Cayenne (codenamed E4), which is set to premiere at the end of 2025, will be the first model that can be ordered with the one-box base plate. Officially called the Porsche Wireless Charging floor plate, the 50-kg device doesn’t require an accompanying wallbox or control unit to function. It also occupies a small footprint, measuring 117 cm long, 78 cm wide and six cm tall.
On the vehicle side, the receiver unit is located in the underbody between the front wheels to protect it from stone chips and the effects of the weather. This is part of an optional package that the company calls the ‘Porsche Wireless Charging pre-installation and Porsche Wireless vehicle plate’.
For the charging process to begin, drivers only need to park the Cayenne Electric above the floor plate. At this point, the contactless transfer of energy between the two charging units takes place over a distance of a few cm, with the vehicle lowering itself automatically. A special view in the surround view parking function makes it easy to get the positioning right and customers only need to engage the parking brake after the vehicle is in position to begin the charging process.
Convenience functions from wired AC charging such as timer charging with pre-conditioning are also available with wireless charging. With power delivery at up to 11 kW, this solution matches wired AC charging of the same level – the efficiency of energy transferred wirelessly is said to be up to 90%.
If you happen to have pets that find the floor plate to be a very cozy, albeit expensive, bed, the charging process is automatically interrupted if a living creature gets between the vehicle and floor plate, or if a metallic object lies on the latter and heats up.
The floor plate integrates a LTE and WLAN (Wi-Fi) module as standard, ensuring it receives remote software updates and is able to provide telematics for the My Porsche app. Porsche Wireless Charging will initially launch in Europe in 2026, with other markets worldwide to follow.
The Cayenne Electric that Porsche is using to demo the tech at IAA Mobility is deemed a prototype for now, but the company did go through the effort to dress it up. It sports a dynamic camouflage pattern where individual sections are deliberately left out and remain dark, with five colour tones (from blue to violet) controlled in a targeted manner.
To boast further, the coating is made up of over 25 extremely thin layers. These include conductive primers, electrode and insulating layers as well as the actual electroluminescent material with colour pigments that emit light under alternating voltage. In addition, there are more than 15 layers of clear coats, a total of 100 litres of clear varnish were applied, more than 30 sanding cycles and over 500 meters of cable that make up the show car’s look.
The Volkswagen ID.Cross Concept has been unveiled at the Munich Motor Show, ahead of the debut of the production model in mid-2026, according to Volkswagen.
Volkswagen calls its new design language ‘Pure Positive’, based on the design cornerstones of “stability, likeability and secret sauce,” and which will characterise every new Volkswagen in the future, according to Volkswagen head of design Andreas Mindt.
Using the MEB+ platform introduced in 2022 that is a development of the MEB architecture, the ID.Cross Concept packs a 211 PS front-mounted drive motor that propels the crossover to a top speed of 175 km/h. The capacity of the high-voltage battery was not stated, though Volkswagen claims a WLTP-rated range of 420 km.
Measuring 4,161 mm long, 1,839 mm wide and 1,588 mm tall with a wheelbase of 2,601 mm, Volkswagen says the ID.Cross Concept is similar in size to the T-Cross, which is 4.11 m long, 1,56 m tall with a wheelbase of 2.56 m. Rolling stock for the ID.Cross Concept is a set of “Balboa” 21-inch alloys shod in tyres measuring 235/40R21, designed by Goodyear.
In terms of luggage capacity, the ID.Cross Concept holds up to 450 litres in the luggage compartment, and a further 25 litres in the frunk. The interior of the ID.Cross Concept is designed to offer the feel of an oasis, predominantly in a shade of beige.
Cloth upholstery is used for its seats, interior door upper sections, and dashboard. Real plants in the floating centre console complement the plant motifs in the on-screen displays, while the seats in the concept can be folded down to create a reclining area.
A pair of digital displays feature inside the ID.Cross Concept, and it appears that the German manufacturer is keeping to its word for reintroducing physical buttons and controls where they were previously replaced by haptic touch surfaces.
The 11-inch driver’s instrument display and 13-inch central infotainment touchscreen are now joined by a a multi-function steering wheel with physical buttons, as well as physical buttons below the central touchscreen. a smartphone tray is located at the front of the floating centre console, with cupholders located below.
The all-new Mercedes-Benz GLC with EQ Technology has made its debut at this year’s IAA Mobility show (otherwise known as the Munich Motor Show) as the direct rival to the (also) all-new BMW iX3.
Built on medium version of the Mercedes-Benz Electric Architecture (MB.EA-Medium) with an 800-volt electrical architecture, the GLC with EQ Technology will first be offered in a sole GLC400 4Matic variant when it goes on sale in the first half of 2026.
On paper, the GLC EQ offers significant improvements over the EQC, the latter being the first member of the company’s EQ family when it was introduced way back in September 2018. The newer electric vehicle (EV) offers as much as 713 km of range on a single charge following the WLTP standard thanks to a lithium-ion battery with a usable energy content of 94 kWh.
This can be charged at a maximum AC rate of 11 kW, with 22 kW being an option. There’s also DC fast charging capped at 330 kW which can get the battery from a 10-80% state of charge in just 22 minutes – 300 km can be recharged within 10 minutes. In selected markets, a DC converter is installed to enable charging at 400-volt stations. The company claims an energy consumption as low as 14.9 kWh per 100 km and adds the bidirectional charging is available in markets that support it.
Power from the battery is used for a pair of permanently excited synchronous electric motors – one on each axle – that provide all-wheel drive and a total system output of 489 PS (483 hp or 360 kW). The rear electric drive unit gets a two-speed transmission, with the front having a single reduction gear.
Performance-wise, you’re looking at an SUV that will get from 0-100 km/h in 4.3 seconds on its way to a top speed of 210 km/h. You also get to tow up to 2.4 tonnes. In nearly every metric, the GLC EQ beats the EQC, and this extends to the dimensions as well.
Other elements of the powertrain include the optional, S-Class-derived Airmatic air suspension that can adjust the dampers based on car-to-X information, while optional rear-axle steering allows the rear wheels to turn up to 4.5 degrees at speeds below 60 km/h. This reduces to 2.5 degrees above 60 km/h. A four-link axle is used at the front and the rear gets a multi-link rear axle suspended on a centre pivot.
For recuperation, there’s a new One-Box braking system that combines previously separate components of the brake booster, master cylinder and ESP control in a single compact module. Mercedes-Benz says almost all braking is carried out via regenerative braking up to 300 kW, with four levels available to driver – ‘D-‘ is the most aggressive and provide a one-pedal feeling.
Naturally, a variety of drive modes are available, including a Terrain Mode that turns on a “transparent bonnet” function to spot obstacles on the trail
According to Mercedes-Benz, the GLC EQ measures 4,845 mm long (+84 mm), 1,913 mm wide (+29 mm), 1,644 mm tall (+20 mm) and its wheelbase spans 2,972 mm (+99 mm). Within the larger body is a frunk with a capacity of 128 litres and a boot that offers 570 litres, expandable to 1,740 litres.
The GLC EQ sports the “redefined face of the Mercedes-Benz brand,” with the highlight being the front grille with a thick chrome surround, smoked-glass-look mesh structure and integrated contour lighting. An illuminated option is available as an option, which adds an illuminated central star as well as 942 backlit dots that provide a pixel-like look and can be animated.
Full-LED headlamps come as standard – Digital Light is available as an option – and feature a three-pointed star and slim upper light bar as their daytime running light signature. The two-piece taillights also get stars in their clusters, but they are set on a black panel that have light bars pointing towards a central logo.
Mercedes-Benz has already said its future EVs will look more like its internal combustion engine (ICE) models, and this is true with the exterior design that mostly mimics the standard GLC. The bumpers and upswept beltline are reminiscent of the non-EV model, although the pop-out door handles, more aerodynamic roofline, in addition to the grille and lighting units, help set the EV apart.
What isn’t remotely similar to the GLC is the interior, as the GLC EQ gets the fourth generation of the company’s MBUX. The star here is the 39.1-inch MBUX Hyperscreen which is an optional extra and the largest display unit from the company to date, spanning nearly the entire width of the dashboard and terminating at the corner air vents.
This combines three separate displays under a large glass surface, including a 10.3-inch instrument cluster and two 14-inch touchscreens (central infotainment and front passenger). The high-resolution MBUX Hyperscreen features over 1,000 individual LEDs to allow for local array dimming, which is a technology Mercedes-Benz has filed a patent for.
On models equipped with the lesser MBUX Superscreen, the front passenger display is replaced with a “digital decorative element” that can show a personal photo or one of 12 predefined images – it’s essentially a digital photo frame.
High-performance chips and real-time graphics from the Unity Game Engine control the screens and power MB.OS, with the enhanced MBUX Zero Layer showing important information and context-sensitive suggestions and the most recently used apps. There’s also integrated artificial intelligence (AI) from both Microsoft and Google, along with ChatGPT4o and a smarter MBUX Virtual Assistant.
You also get two new avatars as alternatives to the default star avatar, including a “human-like avatar that emerges from a condensing cloud of stars” and LittleBenz, which is said to “allow for an even stronger connection on a personal level” with its expressive face.
Luxury touches for the GLC EQ include the optional Sky Control panoramic roof that can switch between transparent and opaque, with the surface divided into nine switchable zones. There’s also ambient lighting that creates a stunning wow effect (the company’s words), including for the 162 stars integrated into the glass surface.
There’s also an optional Burmester 4D surround sound system with Dolby Atmos support, along with a whole host of sound experiences that tie into the interior lighting. Many of the interior systems, including the multi-function seats, are linked to Energizing Comfort, Mercedes-Benz’s wellness function that has programmes meant to relax occupants after a long drive.
The larger body provides more space for passengers, with Mercedes-Benz pointing out 13 mm more legroom and 46 mm more headroom at the front, while it is 47 mm and 17 mm more respectively for the rear passengers. Another thing touted by the company is the return of rocker and roller controls on the steering wheel for the limiter and Distronic systems, although capacitive touch panels are still a thing.
As for safety and driver assistance systems, the GLC EQ’s hardware suite includes 10 cameras, five radar sensors, 12 ultrasonics sensors and a water-cooled computer to enable a variety of functions. Distance Assist Distronic and a new systems come as standard, with upgrades coming in the form of bundles such MB.Drive Assist, MB.Drive Assist Plus, MB.Drive Assist Pro, MB.Drive Parking Assist and MB.Drive Parking Assist 360.
The MB.Drive Assist packages progressively increase the level of autonomy from SAE Level 2 right on to point-to-point self-driving, although the latter will only be launched in markets that permit it. Meanwhile, the MB.Drive Parking Assist bundles improve the convenience of parking, including the ability to leave a parking space automatically even after the car is parking manually.
Production of the GLC EQ will take place at the company’s Bremen in Germany, with the company noting that vehicles of this class will also be produced at Kecskemet, Hungary, as well as at Beijing Benz Automotive in China.
This is it, folks, you’re looking at the all-new 2026 BMW iX3, codenamed NA5. That’s right, what you see here is not yet another concept car, but a full production model that will actually go on sale very soon. Let that sink in for a moment.
This didn’t come without warning, of course. When the BMW Vision Neue Klasse X was unveiled in March last year, the then-head of BMW i Design, Kai Langer – who has recently left the position to join Xiaomi, incidentally – told me personally that the production version would look nearly identical to the concept. We’ve all heard this before, so I told him I’d believe it when I see it. I shouldn’t have doubted him – sorry, Kai!
This also begs the question: now that the iX3 actually looks like the concept car that preceded it, will the next-generation 3 Series (codenamed NA0 for the all-electric i3) look exactly like the original Vision Neue Klasse sedan from 2023?
But before we jump the gun, let’s focus on what’s in front of us in the here and now. Yes, the iX3 looks nearly identical to the concept, save for a few details that have been watered down. The engraved BMW emblems have been swapped out for regular badges as expected, while the digital camera side mirrors and wingtip-door releases are now more conventional items. The door handles how have a flush, self-presenting design, a first for BMW.
Production 2026 BMW iX3 on left vs the Vision Neue Klasse X concept.
It’s the bits they didn’t change that are more surprising. The tall and narrow kidney grille (fully illuminated as “light replaces chrome”), the wide enclosed headlights, rounded and more organic shape, right down to the rather nondescript taillights (split by the logo “valley” that’s replicated from the front end), the lack of rubber strips on the window/belt line, it has all survived the jump from concept to production. Just look at the side-by-side images above. Take notes, Subaru.
Size wise, the NA5 iX3 is very close to the latest G45 X3, though they are completely unrelated both visually and technically. The mid-sized SUV (or SAV, if you insist on BMW parlance) measures 4,782 mm long, 1,895 mm wide and 1,635 mm tall, making it marginally longer than the X3, but narrower and vertically shorter. Its wheelbase is also slightly longer at 2,987 mm, while weighing 2,285 kg in the launch iX3 50 xDrive guise. The latter makes it around 350 kg heavier than the X3 20 xDrive.
The shock continues inside too. If you had shown me this interior yesterday and said it’s of a real production BMW, I wouldn’t have believed you – just as I told Kai last year. But no, the alien-looking steering wheel with 12- and 6-o’clock spokes, the parallelogram (not rhombus – yes, I aced maths in school) centre screen and full-width instrument cluster at the base of the windscreen are all still here. The wraparound layout is intact too, though understandably the pumpkin colour way has been sobered up (it’s still an option, called Castanea, but it’s far less vibrant).
Production 2026 BMW iX3 on left vs the Vision Neue Klasse X concept.
The 17.9-inch centre screen now runs the latest Panoramic iDrive – though the signature rotary dial itself is gone – featuring BMW Operating System X (I don’t think the Munich brand can shorten it to OS X this time around without risking a lawsuit from Cupertino). BMW says it’s more user friendly (though the on-screen AC vent adjustment says otherwise) and customisable than ever, with access to music/video streaming apps, games (it’s still trying to make AirConsole happen) and productivity functions.
A first for BMW, the typical meter cluster behind the steering wheel is no more. This has been substituted with the Panoramic Vision display that stretches from pillar to pillar on the base of the windscreen, 1.1 metre-wide. Like on the concept, this too is fully customisable, allowing the driver to pick from a variety of widgets and choose where to display them. There’s also the new Intelligent Personal Assistant avatar in the centre, perhaps “inspired” by the Nomi interaction AI in Nio vehicles. This projection is still visible under direct sunlight and through polarised sunglasses.
The higher placement of the reimagined instrument display is what has allowed BMW designers to adopt the radical steering wheel with vertical spokes. Look closely and you’ll see that the horizontal prongs aren’t actually connected to the rim, and you instead have little tabs/cutouts to wrap your thumbs around, à la the OG Proton Saga. The buttons operate via touch, but with haptic feedback. There is also a more conventional M Sport wheel without vertical spokes for the less adventurous.
Even with the full-width Panoramic Vision as standard, the BMW iX3 is still available with a 3D Head-Up Display projected on the windscreen. Also on are customisable cabin ambient lighting (peeking through the fabric layers), a surprisingly modest 13-speaker Harman Kardon audio setup (supports BMW HypersonX soundscape for virtual sounds) and a fixed panoramic sunroof. The glass ceiling doesn’t have a cover, but BMW claims it has unique solar energy filtering and 100% UV protection.
Beyond that, passenger room both front and rear is said to be substantially increased over the previous-generation model, with the rear bench now adopting the latest sofa-like shape and feel we’ve seen on the 7 Series and XM models. The boot swallows 520 litres, with an added bonus of a 58 litre frunk under the bonnet.
But enough with the boring static stuff already, let’s talk tech. The NA5 BMW iX3 is built on a brand new architecture, being the first of an entire family of future Neue Klasse models to come. Neue Klasse is literally German for New Class, and it’s a term that BMW has used once before. Back then, it described a pioneering series of models in the 1960s that effectively saved the BMW company from its post-war financial struggles.
For the modern age, BMW once again claims to have taken a significant step forward with this range or Neue Klasse vehicles, starting with what we see here. The numbers speak for themselves: 800V architecture (a BMW first), 108.7 kWh usable NMC battery (116 kWh gross), up to 805 km WLTP range, 400 kW max DC charging, and the ability to gain 372 km of range in just 10 minutes.
For a quick comparison, the outgoing iX3 – itself only introduced in 2021 – had a 73.8 kWh usable battery capacity, giving a 460 km WLTP range. So that’s 75% more range with a 47% bump in battery size. That’s progress right there, and perhaps a timely reminder that EV technology is still on a steep trajectory.
The big jump is achieved via a multitude of advancements. The latest sixth-generation BMW eDrive tech (Gen6) developed for the Neue Klasse family uses electric motors with 40% less energy loss, while being 10% lighter and 20% cheaper to produce. Then there’s the new cylindrical cell design with 20% higher energy density and 30% increase in charging speed. Icing on the cake is the more aerodynamic body, now down to a drag coefficient of 0.24 Cd – the best in its class. And while technically not a reduction, the NA5 iX30 weighs just 30 kg more than its G08 predecessor, despite the massively larger battery.
In iX3 50 xDrive form – notice the new naming convention, 50 xDrive instead of xDrive50 making for clearer physical badging – the electric SUV gets two motors: a new asynchronous motor (ASM) at the front making 167 PS and 255 Nm, plus an electrically excited synchronous motor (EESM) motor driving the rear axle with 326 PS and 435 Nm. Together, the total system output is 469 PS and 645 Nm, with a 0-100 km/h time of 4.9 seconds and a 210 km/h top speed.
The new 800V electrical architecture also allows for much quicker DC charging, up to 400 kW. BMW claims the car can maintain the peak charging rate for as long as five minutes and in ideal conditions, yield a 10%-80% top up in as short as 21 minutes – that’s staggering for a battery this large. Crucially, unlike the new electric Mercedes-Benz CLA, the iX3 supports older 400V chargers too via a switching matrix. For AC, it has an 11 kW OBC as standard, plus an optional 22 kW upgrade. The charging flap is also powered, and it uses AI to automatically open and close at charging stations.
Other advancements include the switch from a IGBT to an SiC inverter for better efficiency and reliability, while a so-called Energy Master now sits above the HV battery pack to control the power flow better (this is also said to enhance repairability as it’s easily accessible under the rear seats) Beyond motoring, the car also supports Vehicle-to-Load (V2L), Vehicle-to-Home (V2H) and Vehicle-to-Grid (V2G) functions. V2H practically converts the vehicle into a temporary storage device for solar energy generated at home, while V2G allows customers to integrate their car into the power grid.
Both V2H and V2G require the use of a new BMW Wallbox Professional (DC). Unlike what the name suggests however, it’s not a compact DC fast charger for your home. Instead, it’s technically an AC wallbox (up to 22 kW, though it uses a CCS2 cable) that supports bidirectional charging, allowing the iX3 to discharge up to 11 kW back into the housing power network. Whether this will be available or even work in Malaysia remains to be seen, of course.
And then we get to the driving dynamics part of it all. “Practically everything about it is new, yet it is also more BMW than ever,” said Oliver Zipse, chairman of the Board of Management of BMW AG. Core to the brand to the point of being synonymous with it is “Sheer Driving Pleasure,” coincidentally a tagline coined for the original Neue Klasse back in 1962. The new Neue Klasse is said to uphold that claim more than ever, despite it being fully electric.
It uses something hilariously named the Heart of Joy, a driving dynamics management “superbrain” responsible for the drivetrain, brakes, energy recuperation and steering sub-functions, processing information up to ten times faster than conventional control units. Even with standard passive spring and damper setup, the new iX3 drives and steers uniquely like a proper BMW – well, according to BMW at least – with a near-perfect 49:51 weight distribution and a low centre of gravity.
It stops even better than a typical BMW, apparently, with something called Soft Stop enabling the “smoothest stopping process ever achieved by a BMW.” Interesting fact, the company says the iX3 will use its brake energy regeneration system up to 98% of all braking in everyday driving, instead of using its physical brakes.
On the autonomous driving front, the new model supports a higher level of hands-free driving via its Motorway Assistant feature. With it activated, drivers can take their hands off the steering wheel for long periods on open highways, without being nagged on to hold the steering every few minutes.
Even if you do give some steering inputs or lightly tap on the brakes with the ACC on, the system will work with the driver and continue operating within its window, instead of either fighting off the inputs (like in most more heavy-handed semi-autonomous systems) of turning off completely, requiring you to switch it back on. BMW calls this Symbiotic Drive or cooperative steering and braking, introducing a whole new form of “Sheer Driving Pleasure.”
City Assistant is also new, helping the car recognise and stop at traffic lights when needed, and driving off again on green. This is all thanks to the Neue Klasse’s “Superbrain of automated driving,” said to have 20 times greater processing power than conventional control units.
So there you go, a concise summary (trust me, this is as short as I can make it – the press release is 58 pages long!) of the all-new 2026 BMW iX3 NA5. What to do you think of its looks and tech, do comment below!
Mercedes-Benz has previewed the new Mercedes-Benz GLC with EQ technology’s interior ahead of the car’s official unveiling on September 7 2025 at the IAA Mobility 2025 show in Munich.
That’s just a few days to go, and we’ve already previously seen what the front grille of the new GLC will look like, but since we spend most of our car ownership experience in the car, the interior of a car can be a make and break for a car purchase decision.
These teaser images feature a gigantic MBUX Hyperscreen that measures 39.1 inches, which is the largest display ever fitted to a Mercedes-Benz to date. Of course, don’t expect this to be standard equipment – it’s likely the most expensive dashboard screen option you can pick from.
The 39.1 inch MBUX Hyperscreen features a high resolution and matrix backlight technology powered by over 1,000 individual LEDs. It also features intelligent zone dimming, which allows for the simultaneous
adjustment of two display areas via sliders.
Mercedes-Benz uses a combination of the screen and the interior ambient lighting to set the mood of the cabin accordingly. High-resolution atmospheric ambient styles can be selected as background motifs. They offer a wide range of moods – from calm to intense, cool to warm, and technical to emotional. The colouring of the instrument cluster, control elements and ambient lighting are coordinated with these emotional motifs.
The interior ambient lighting is also used to execute various effects and contribute to the user interface. For example, climate adjustments briefly change the colour of the ambient lighting and vent illumination to confirm selections.
Left: GLC with EQ tech, Right: GLC X254
We know this new GLC is an EQ model that is an EV, but overall, the interior design is completely different from the one used in the ICE-powered X254 GLC currently on sale. It rides on a dedicated MB.EA platform with an 800V electrical architecture. The electric GLC’s wheelbase is 129mm longer than its ICE sibling. Essentially this is the successor to the EQC.
It looks like the GLC will run concurrently with both an ICE and EV model at the moment, unlike the CLA which uses a single platform for the ICE, hybrid and EV models.
Stay tuned – we’ll be back with full details of the GLC when it is revealed in full on September 7.
Audi has unveiled the Concept C, which will preview the design of its future products as well as a new interior experience, according to the German manufacturer. Its design is inspired by the Auto Union Type C race car, and aims to deliver a reduction to essential elements and a “commitment to geometric clarity,” it said.
“Radical simplicity is at the heart of our approach. We achieve clarity by reducing everything to the essential,” said Audi chief creative officer Massimo Frascella.
While the Concept C introduces traits and features which will be rolled out to the Audi product line-up, it also serves to preview a production model that will be almost identical and enter production in two years, Frascella told Autocar. “The car that you see here is a preview of a production car – almost literally,” Frascella said, confirming that the production model is expected to launch in 2027.
Though the Concept C arrives after the TT has been discontinued, the eventual EV sports car is not intended as a successor to the distinct two-door model. “The Concept C is not a successor of the TT. It’s a different segment to the TT – it’s somewhere exactly in the middle between TT and R8. We will come up with a name once the car hits the road as a serious product,” Frascella said.
The production car to emerge from the Concept C will be EV-only, and there are no plans for an internal combustion-engined version alongside it, said CEO Gernot Döllner. “We believe the electric drivetrain is a perfect fit. It’s not a car for the race track – it’s a car for country roads, for performance driving,” Döllner told the publication.
It adds that the Concept C is of “mid-engined” proportions, which result from a centrally-located battery pack, a layout it shares with the upcoming Porsche Boxster and Cayman EV successor. This is for the battery, the heaviest part of an EV, to help attain the mid-engined balance and packaging of a ICE-powered car, and to allow a low seating position compared to a “skateboard” underfloor battery location.
The Concept C has been said to employ a single drive motor for the rear wheels, though the eventual production car will have a dual-motor configuration in its top variant, according to Autocar.
Here, the Concept C has been shown to use a retractable hard roof, which is an Audi first. Inside, the cabin of the Concept C also carries through the theme of simplicity as applied to the exterior, where the dashboard is home to a 10.4-inch screen that retracts into the centre console.
This is to ensure that the technology provided is close to hand but “never dominant,” and the balance between traditional physical controls and digital technology means “the controls are exactly where they are expected to be,” said Audi. Meanwhile, the steering wheel of the Concept C is round, rather than the sqaured-off shape used in recent Audi production models.
Elsewhere in the cabin of the Concept C, physical controls have been made from anodised aluminium for “a tactile experience that reflects mechanical quality,” while being engineered to offer the “unmistakeable Audi click” when operated, according to the publication.
Volkswagen has announced it will transfer the names of its established bestsellers to its fully electric ID. models. The first model to benefit from this new naming strategy is the production version of the ID.2all concept, which will be known as the ID. Polo that will be launched in 2026.
Also launching in 2026 is the ID. Polo GTI, which was previously previewed by the ID. GTI Concept two years ago. Both cars will be presented at the upcoming IAA Mobility (otherwise known as the Munich Motor Show) next week in the camouflage you see before you. You’ll be glad to know the productions versions remain faithful to the design of the concepts that previewed them.
The German carmaker previously stated that the production ID.2all would have a starting price of under 25,000 euros (about RM123k). It will reportedly be built on a shortened and simplified version of the company’s MEB platform (dubbed MEB Entry). As for its size, the concept measures 4,050 mm long, 1,812 mm wide, 1,530 mm tall and has a wheelbase of 2,600 mm – these figures are similar to the sixth-generation Polo.
Volkswagen ID. Polo (left), ID. Polo GTI (right)
Volkswagen will also use the stage at the event to show off a new electric compact SUV concept called the ID. Cross Concept. This will eventually become the ID. Cross, which is deemed as the electric counterpart to the T-Cross.
With the new naming strategy, other ID. models are expected to be renamed. These include the ID.4, which might called the ID. Tiguan, while the ID.7 could be renamed to the ID. Passat. The production ID.Every1, which is part of Volkswagen’s Electric Urban Car Family alongside the ID. Polo, would be called the ID.up! or ID.Lupo.
The second-generation BMW iX3 will celebrate its global premiere on September 5, 2025, the German carmaker announced on its social media channels. Set to be presented at this year’s IAA Mobility show in Munich (also known as the Munich Motor Show), the iX3 is the first model to kickstart BMW’s Neue Klasse era ahead of an all-new i3.
One of the variants that will be part of the iX3’s line-up is the 50 xDrive, which is said to have an energy consumption between 17.9 and 15.1 kWh per 100 km. More details on the eDrive Gen6 electric drive system that debuts in the upcoming iX3 (codenamed NA5) will be provided later this week, but the company promises significant improvements over the previous Gen5-powered iX3 (codenamed G08).
These include reduced energy loss by 40%, costs by 20% and weight by 10%. A range of up to 800 km following the WLTP standard is also touted, which suggests an estimated battery capacity of over 100 kWh if we do some math involving energy consumption and range.
BMW Vision Neue Klasse X
The iX3 is built on an 800-volt electrical architecture and supports DC fast charging up to 400 kW, with over 350 km of range recoverable when plugged in to an appropriate charger for 10 minutes. New cylindrical cells with 20% greater energy density are integrated directly (cell-to-pack) in the housing of the high-voltage battery pack, allowing for 30% faster charging and 30% more range. The battery pack will also serve as a structural component (pack-to-open-body).
The Gen6 power unit will feature an electrically excited synchronous motor (EESM) for the rear axle, while xDrive models add an asynchronous motor (ASM) on the front axle that is said to be more compact and cost efficient.
Superbrains are also part of the iX3’s feature set, with four high-performance computers forming a digital nervous system for various vehicle functions. These include the Heart of Joy that forms part of the BMW Dynamic Performance Control for the vehicle’s drivetrain, brakes, charging, recuperation and steering functions.
BMW Vision Neue Klasse X
The other Superbrains handle automated driving functions, more basic vehicle functions (vehicle access, climate and comfort, interior and exterior lighting, data flow and processing, remote software upgrades) and infotainment, the last of which is represented by Panoramic iDrive. A zonal wiring harness architecture links these systems together with less wiring and uses ‘Smart eFuses’.
Based on the teaser provided, the iX3 appears to remain faithful to the Vision Neue Klasse X concept that previewed it a year ago. The latter’s expressive exterior lighting at the front has been retained for the production model, albeit with slightly revised daytime running lights and fine light strips on the inserts next to the illuminated kidney grille. Conventional side mirrors are also used instead of cameras.
There’s no shot of the interior but following the concept, the iX3’s Panoramic iDrive setup should feature a new rhomboid-shaped mini-LED infotainment touchscreen, full-width Panoramic Vision display that spans from A-pillar to A-pillar and an optional 3D head-up display.
Coming as a safety concept is the BMW Motorrad Vision CE, encasing the rider in a composite cage and secured by a seat belt. An added safety feature is the Vision CE’s self balancing function, keeping this electric scooter upright when stationary.
To be presented at the IAA Mobility 2025 show and conference in Munich, Germany, BMW Motorrad calls the Vision CE “a new interpretation with an emotional design language to create a unique, forward-looking vision vehicle.” The design of the cage precludes the use of a helmet by the rider, as well as an open, airy design, with a long wheelbase, giving the Vision CE a stretched, dynamic and visually light appearance.
Coming in contrasting matte white and black complemented by a matte seat bench with integrated lettering and neon red accents, the Vision CE carries on the design language first seen in the BMW Motorrad CE 04 electric scooter. The roof rails, or “cage” as BMW Motorrad calls it, allows the Vision CE to be fitted with a variety of accessories such as spot lights or luggage rack.
Based on the CE 04 electric scooter (priced at RM59,900 in Malaysia), the Vision CE represents BMW Motorrad’s vision of the future of two wheel mobility in the electric area where style and practicality is favoured over outright performance. This is seen in the range of options and colours for the Vision CE, although there was no indication if when, or if, the Vision CE might enter the market, following the earlier Bertone designed BMW Motorrad C1 from 2000 .
The CE 04 produces the electric equivalent of 42 hp at 4,900 rpm and 62 Nm of torque at 1,500 rpm, the equivalent of a 500 cc engine in the combustion engine motorcycle world. Designed for urban use, the CE04 gets a claimed 130 km range from its 8.9 kWh lithium-ion battery.
BMW Motorrad says the CE 04 gets from zero to 50 km/h in 2.6 seconds in traffic light sprints, with a maximum speed of 120 km/h. Charging is done using the CE04’s integrated charger utilising either domestic current, Type 2 wallbox or public charging station.
Charging time for the CE 04 with a typical 2.3 kW charger takes four hours and 20 minutes from zero capacity, while quick charging, assuming a Type 2 charger output of 6.9 kW, takes an hour and 40 minutes, or 0-80% in 65 minutes. Tipping the scales at 231 kg, The CE 04 has a seat height of 780 mm.
