Articles by John Mahoney

BMW believes there's no such thing as too much choice with its all-new fifth-generation BMW X5.Why else would it go ahead and develop no less than five different powertrains that include a mild-hybrid petrol and diesel, plug-in hybrid, all-electric and, from 2028, a hydrogen fuel-cell?On sale in Australia late this year, the new BMW X5 is the third member of the German brand's Neue Klasse family of next-generation vehicles, lining up alongside the mid-size iX3 and more recently unveiled i3.Like the electric mid-size SUV and sedan, it adopts the firm's latest design language that sees the large SUV embrace striking monolithic proportions, a bold front end with the Neue Klasse visor and a large pair of illuminated vertical kidney grilles.You won't miss it in a car park.If you don't dig the double X LED running lamps, BMW says you can dial them back to double strikes, while the lamps themselves neatly integrate the indicators and provide a clean, imposing look.Along its flanks, the simple surfacing and a lack of any jarring door handles reinforce the X5's imperious stance, while muscular arches and large wheels that range from 21 to 23-inches mean this isn’t an SUV for shrinking violets.Measuring in at 4994mm long, 2000mm wide and standing a towering 1742mm, with a substantial 3035mm wheelbase, some family owners might lament the loss of both the handy split tailgate and the option of a third row of seats, with both the X5 and iX5 strictly five-seaters.Grab the door winglets and the front doors swing open automatically, like they would in a 7 Series limo or a million-dollar Rolls-Royce.Inside, the luxurious Mercedes GLE or Audi Q7 rival picks up where the iX3 left off, boasting the same Panoramic Vision that features a digital strip display that stretches across the entire top half of the dash.Complementing the configurable strip is a large 3D head-up display and a massive 17.9-inch infotainment touchscreen that can be combined with a passenger screen.Helping compensate for the lack of physical controls is a multifunction steering wheel that provides haptic feedback when in use.All the in-car tech runs the car-maker's latest OS X software that now embed Amazon Alexa AI tech within its handy virtual assistant.As well as a striking design, the X5 features a blend of new high-grade leathers and a fresh choice of natural materials, that even include slate for the first time around the gear lever.Helping BMW's latest X5 offer a wide range of powertrains, the large SUV misses out on the brand's next-generation Neue Klasse platform that is reserved for EVs.Instead, the new SUV sits on an upgraded version of the current car's CLAR underpinnings.Even though it misses out on the more advanced architecture, the all-electric iX5 still comes with BMW's latest sixth-generation eDrive powertrain that uses cylindrical cells that have a 20 per cent higher energy content than before.Sharing the same 800-volt electrics as the BMW iX3, the bigger SUV boasts a class-leading 800km range. The German brand says its unbeatable distance between charges comes from efficiency gains, although we think the enormous 140kWh battery does most of the heavy lifting.Plug it in and the charging rate is said to exceed 450kW, with a 10 to 80 per cent charge set to take less than 25 minutes.Add a tow hook and the iX5 can haul up to 2700kg (braked) – not too far off the maximum 3300kg the PHEVs can tow.Impressive, but it's worth mentioning the EVs won't arrive until late 2027.If you can't wait until then or you're not ready for an all-electric revolution, BMW will offer a pair of mild-hybrid combustion engines that combine a 3.0-litre inline six-cylinder with a 48-volt integrated starter-generator, plus an eight-speed transmission and all-wheel drive.The X5 40 xDrive produces 294kW and 540Nm of torque, which is enough for a 0-100km/h dash of 5.4 seconds. The second turbo-diesel, the 230kW/670Nm X5 40d xDrive takes 6.2 seconds for the same sprint but can also average a more miserly 7L/100km (versus 8.6L/100km for the petrol).For Australians, the two plug-in hybrid (PHEV) versions might be a perfect compromise when they arrive in the second half of next year.Both the PHEVs blend an EV range of up to 100km with either 360kW (X5 50e xDrive) or 450kW for the X5 M60e XDrive that takes just 4.2 seconds to launch from 0-100km/h.Until the sportiest twin-turbo V8-powered X5 M arrives, the flagship PHEV and advanced iX5 60 xDrive remain the sportiest variants, with the latter dual motor EV pumping out 425kW and 805Nm of torque for a 0-100km/h sprint of 4.7 seconds.BMW will release full details of the iX5 Hydrogen later, which comes equipped with a third-generation fuel-cell that has been developed with help from Toyota.With plenty of praise already heaped on the BMW iX3, the German brand says its latest Neue Klasse SUV will blend best-in-class handling with high levels of comfort.Included in its dynamic repertoire is the same powerful Heart of Joy superbrain that seamlessly manages torque and all the chassis tech.Whichever you buy, all X5s come with a 50:50 weight distribution, air suspension and rear-wheel steer.A more sophisticated Adaptive Chassis height-adjustable suspension is also available, plus a further semi-active suspension that cancels out body roll for the most comfortable ride.Driver assist tech includes hands-free highway driving and a city assistant driverless mode that helps with working out who has right of way in unfamiliar cities.BMW Australia says it's too early for full details and pricing for the BMW X5 or iX5 but the new fifth-gen large SUV lands it is tipped to be priced from $150,000 plus on-road costs when sales begin at the end of this year.

Audi has confirmed that it is working on cheaper and faster versions of its recently facelifted 2026 Audi Q4 e-tron, with new additions primed to arrive on sale within 12 months.According to Audi product planner Herman Verbeek, speaking to Carsguide, the upgraded all-electric compact SUV will be continually improved from its introduction in Australia late this year as part of plans to extend the model's lifespan into 2030.Originally, the Q4 e-tron was supposed to have been replaced around 2028 by an all-new model that will sit on the Volkswagen Group's Scalable Systems Platform (SSP), which has now been pushed back until early 2030 over software challenges within VW's in-house Cariad division.Verbeek said the first model to arrive is likely to be a more powerful version of the Q4 e-tron that has been designed to sit above the current 250kW quattro performance.The product boss didn't disclose how much power the flagship Q4 would produce, but said that the new model wouldn't be badged either an S Q4 e-tron or RS Q4 e-tron, as neither model would offer the "agility or driving dynamics worthy of an Audi Sport model".The extra power will come from existing hardware, with the newly released APP 350 (up to 170kW) and existing APP 550 motor (210kW) will both be wound up to produce more power, while the front-mounted asynchronous electric motor (ASM) will have total output boosted from 80kW to more than 110kW.More good news for those on the hunt for a more affordable take on the Q4 e-tron, Verbeek said his team were working on two new batteries that would replace the current car's nickel-manganese cobalt (NMC) batteries, with today's entry 59kWh power pack set to be superseded by a new lithium-iron phosphate (LFP) battery that will be shared with the new inbound A2 e-tron crossover that will be released later this year.The cheaper LFP battery, which is expected to bring a 30 per cent cost saving over NMC cells, was originally destined to arrive earlier in the Q4 but was pushed back as Audi waited for the more energy-dense chemistry being developed by the VW Group's partner. The reason for the delay was that Audi was keen for the entry Q4 e-tron to weigh less than 2000kg, as some European underground car parks have strict weight limits that forbid any cars heavier than two tonnes from entering.The same weight limit is also applied to automated stackers, car lifts, ramps and car turntables.Verbeek did not confirm when the new batteries would arrive, but the senior Audi boss did rule out upgrading the current car's 400-volt electrics to 800-volts over the huge cost."We can't do it, we'd need to change everything, the battery, motors, inverters, control units, even the air conditioner condenser."The Q4 e-tron's MEB platform means current charging rates are limited at between 160-185kW, a long way off the 320kW the latest similarly-sized all-electric Mercedes GLA will be capable of, with the Audi taking around 27 minutes for a 10 to 80 per cent top-up, around 5 minutes slower than rivals with the more powerful electrics.

A top-seller in France, Germany and in the UK, Audi Q4 e-tron volumes have never quite made an impact Down Under.It's not exactly hard to work out why.First introduced back in 2021 in Europe, Audi Australia waited until 2024 before it rolled the Q4 e-tron SUV and swoopier Sportback variant out locally. When it arrived, the premium all-electric compact SUV attempted to woo buyers with its stylish looks and upmarket cabin but its high price ruled out a challenge to the high-grade Tesla Model Ys that still account for most EV sales.Originally ripe for a replacement in 2027, Audi has recently admitted delays to the next-generation platform that should underpin the sequel to the small EV have meant that its current Q4 e-tron will have to soldier on until 2030.Later this year, the Q4 e-tron will be joined by the new A2 e-tron, yet another small crossover that is similar in size but be positioned under the entry Audi SUV.To keep the Q4 fresh, Audi will continually update Q4 e-tron from now on, with faster and cheaper variants already in the pipeline but the latest facelift is one of the biggest model upgrades yet carried out to any Audi, says its maker.Not that many will spot the body-coloured single-frame grille, revised lower bumper design, or even the fresh digital LED headlamps.At the rear, another new bumper and rear OLED tail-lights smarten up the Q4, but it's inside where designers and engineers blew the development budget.Climb in and you're now greeted by the same 'digital stage' hardware as the bigger, pricier Q6 e-tron.You'll love the new 11.9-inch digital instrument cluster that lives behind a single piece of glass alongside a 12.8-inch multimedia setup, and admire how smooth and intuitive all the tech is and appreciate the augmented reality head-up display.For the first time there's even the option of a 12-inch passenger display, which is unheard of in its class, Audi says.Sadly, you'll probably hate that designers have deleted the physical controls for the climate control, but to help compensate, there's a new round steering wheel that replaces the old car's squared-off tiller, and it features proper buttons and rotary controllers to help control some of the tech without having to dive into sub-menus.All the new tech runs the brand's latest Android Automotive operating system that introduces a ChatGPT-powered personal assistant.Under the skin, engineers have added a vehicle-to-load (V2L) charging capability, that allow owners to charge laptops, or an e-bike via a power socket in the rear boot, plus a vehicle-to-home (V2H) feature that can see the Q4 e-tron sell energy back to the grid, power your home, or be topped up using solar.In a bid to boost efficiency, the Audi Q4 e-tron is among the first VW Group vehicles to come with its latest APP350 e-motor that is lighter, features less internal friction and is blended with a trick silicon carbide inverter, new power electronics and fresh software that slashes energy use by 10 per cent.For now, it powers a new 150kW entry version that is paired with a 59kWh battery that provides for a 440km range for the wagon shape and an 8.1 second 0-100km/h sprint.A better bet for Australians is the Q4 e-tron Performance that misses out on the eco-donk but gets a single 210kW rear-mounted e-motor and a larger 77kWh battery for the longer 592km range that is combined with a brisk 6.6-second 0-100km/h dash.Also available will be the fast all-wheel-drive Q4 e-tron Performance that produces 250kW and sees the small Q4 e-tron launch from 0-100km/h in just 5.4 seconds, although the distance it can travel on a single charge falls to 554km.When it comes to charging speeds, the entry and mid-spec Q4 e-tron can only be topped up at 160-165kW, while the all-wheel-drive flagship can now handle a top-up of up to 185kW.All take around 27 minutes for a 10-80 per cent top-up, which means the Q4 e-tron is about to be humbled by the inbound Mercedes-Benz GLA that arrives later this year, which should match the bigger GLB's maximum 320kW rate and 16-minute recharge.At least the Q4 e-tron is quicker than the older BMW iX1 that takes more than 29 minutes (130kW) but that car is also set to be superseded by a new model late next year.The good news is, when it comes to its 4.6m-long footprint, Audi says the Q4 e-tron still leads the small electric SUV class for interior space, with a surprising amount of rear leg- and headroom and a large 515-litre boot in the SUV/wagon versions.As part of the cabin overhaul there's said to be up to 25 litres of storage within, including a large 4.7-litre Jumbo Box between the driver and passenger.Dual air-cooled wireless charging pads have been added, which sit ahead of two new and improved cupholders.Behind the wheel, engineers have not been tempted to inject any extra spice to the driving experience. That means the Q4 e-tron still offers a smooth, quiet and refined driving experience, with low levels of wind, tyre and road noise.The two cars we drove rode on 20-inch alloy wheels, but it was the single-motor 210kW version delivering better levels of ride quality, compared to the quicker 250kW all-wheel-drive quattro version.Efficiency also seemed impressive with the single-motor version averaging a better-than-claimed 14.8kWh/100km on a mixture of driving.What's missing is the Audi is neither fun or engaging in a way we expect the next BMW iX1 to be as it will share much with the excellent iX3.Audi Australia has yet to confirm official pricing or spec for the Q4 e-tron, but the German brand has announced that all models will come with more kit than before. That includes standard sport seats, the Digital Stage dash, the dual inductive chargers we mentioned earlier, ambient lighting and a new air conditioner that can work while parked.Extras will include matrix LED front lamps, the passenger display, the augmented reality head-up display, three-zone climate control, adaptive dampers, a heated front windscreen, acoustic glass, a panoramic sunroof and a powerful Sonos sound system.Back in 2021 the Q4 e-tron was awarded the full five stars for safety thanks to up to seven airbags and a long list of driver assist tech, although that rating will be up for review as soon as next year.Like every other Audi, the updated Q4 e-tron should come with a five-year/unlimited-kilometre vehicle warranty, with a further eight-year/160,000km protection for the high-voltage batteries.The Q4 e-tron gets capped-price servicing package, with service intervals primed to be every 24 months or 30,000km.There's no word on pricing yet, but expect a big adjustment over the current car, which is priced from $84,900 (plus on-roads) for the most basic wagon and stretches to $107,900 for the quickest all-wheel-drive Sportback quattro.

The latest all-new third-generation Audi Q7 large SUV underwent a dramatic redesign ahead of its official launch earlier this month.Speaking to Carsguide, a source working closely with the German car-maker confirmed that the Q7 was originally set to adopt wing grip door releases in place of conventional door handles, but that decision was reversed at the very last minute over safety concerns.In what's thought to be an unprecedented move on a car that was believed to have already been homologated for production, the flush, power-operated wing grip or shark-fin style exterior door releases were dropped following new regulations being rolled out next year in China, with senior Audi execs expecting a similar response from European legislators.Attracting designers and engineers to embrace hidden, pop-out or wing grip power-operated door releases was the intense pressure to create the most aerodynamic shape possible, in a bid to maximise an EV's range, or boost efficiency.According to reports, by deleting traditional door pulls, on average a vehicle's drag coefficient falls by up to 0.01Cd, which can equate to more than 3km of range under the European WLTP test cycle.The smoother, cleaner, unbroken lines are also seen as another benefit by designers, but now Audi has abandoned them with wider implications for the Volkswagen Group as a whole.Triggering the rethink has been multiple high-profile accidents that saw either occupants trapped within a car with failing door releases, or first responders struggling to gain access to a cabin in the event of an accident or fire.From January 1, 2027, new Chinese regulations dictate that power-operated door handles will now have to include a physical release for the first time, plus a range of other measures designed to boost safety.Since the new regs require an easily grabbable mechanical door release both inside and out, early indications hinting many Chinese brands are abandoning power-operated releases altogether, rather than adapting or evolving current designs, signalling a return to proper door handles.With a growing debate on the safety of electronic door releases already underway in regions like Europe, it's been hotly tipped that EU regulators and crash safety body EuroNCAP are also racing to implement new measures, or roll out new legislation.If that's not enough to put the likes of Audi off, last year the US National Highway Traffic Safety Administration announced it too was investigating Tesla's pop-out door releases over safety concerns.A change in the rules could be costly for car-makers like Volvo who have recently gone ahead and introduced vehicles with the tech.To help circumvent the new rules, the Swedish brand introduced a mechanical override that incorporated a physical release.Should a crash or power failure occur, there's an internal power source that ensures the door release still operates.As well as safety, some owners have also reported reliability issues with power-operated door handles prone to fail in icy conditions when the mechanism can freeze over.The Audi insider did not state how much money it would cost to re-engineer the Q7 doors at such a late stage of development, but it's thought adding back conventional door handles will have cost the car-maker many millions of dollars, but will still be only a fraction of the cost of having to reintroduce them later on during the large SUV's model life.It's thought that instead of reverting to a set of conventional door handles, the new door levers still operate via a power-operated catches, as the large BMW X5-rival adopts some Rolls-Royce-style automatic doors that swing open via a touch of a button on the key fob.

It's laughable the new Bentley Bentayga Speed doesn't have a plug-in hybrid powertrain tucked up under its snout.After all, the luxury British carmaker has invested billions in electrification and gone ahead and developed its own high-performance plug-in V8 from scratch.But to focus on its lack of hybrid is a big mistake, says the British brand. Given the choice, Bentley says buyers of its fastest, most extreme Bentayga would prefer a pure-combustion V8 any day of the week.They might have a point. Even though it misses out on the massive 575kW of power and 1000Nm of torque of the hybrid, the Speed's twin-turbo 4.0-litre V8 still musters 478kW and 850Nm. Not exactly meek.Without an extra high-voltage battery, electric motors, inverter and all the extra wiring, the latest 2026 Bentayga Speed is at least 200kg lighter than it would have been if it came with a plug.While some might lament the loss of the old hard-charging twin-turbo 6.0 W12, the uprated twin-turbo V8 is more than up to the task. To earn its Speed badge, engineers threw on some bigger turbos, upgraded the fuel injection system and then lowered the compression ratio.Finally, for the first time Bentley is throwing caution to the wind by adding an Akrapovič titanium exhaust that also shaves off around 12.5kg.Off the line, the Bentayga Speed shrugs off its 2.5-tonne kerb weight by launching from 0-100km/h in just 3.6 seconds – exactly the same as the latest BMW M5 Touring – and 0.3 seconds quicker than the old W12.Top speed rises to 310km/h – 4.0km/h higher than before.The gains keep coming.Since the V8 is 25kg lighter than the old W12, the latest Bentayga Speed also has a better weight distribution, allowing engineers to comprehensively update its flagship SUV's chassis to improve the way it drives.While most of the air springs, adaptive dampers and 48-volt electric active anti-roll bars carry over, for the first time the big Bentley gets rear-wheel steer for extra nimbleness around town or on tight and twisting alpine roads.Highlighting the dramatic changes, for the first time there is something called an 'ESC Dynamic' mode that is said to, in the right circumstances (like a track), allow the driver to indulge in small drifts. It's not quite a proper drift mode but still almost unprecedented in a Bentley.Select 'Sport' mode and the dampers also firm up by 15 per cent, suggesting some serious intent by those honing the new Speed model.In the flesh, the fastest Bentayga adopts a pair of darkened front lights, smoked tail-lights, darker chrome, a larger tailgate spoiler, tweaked front and rear spoiler, plus Speed badging.Large 22-inch wheels are standard, but most will opt for the bigger-still 23s.Within, the Bentley is as glorious as ever and the perfect antidote for those who have grown weary of minimalistic cabins and boring pillar-to-pillar screens.From the lashings of chrome, proper dials and buttons, to the diamond-quilted leather and machine turned veneers, the attention to detail lavished on the cabin delights – but it's the experience behind the wheel that really counts.It's not all good news from the move from W12 to V8.The old twin-turbo 6.0-litre used to develop its peak torque from just 1500rpm, providing almost EV-like responses, while the new engine's 850Nm (50Nm lower) only arrives a little later at 2250rpm, providing a less instant response.The eight-speed auto is also a little slow to downshift, but once on the boil sees the big SUV fly and is accompanied by a far more appealing woofly V8 soundtrack than the old booming W12.We love the optional exhaust' too, which is never silly enough to upset your neighbours and adds plenty of drama with its pops and bangs in its sportiest mode.In its 'Comfort, mode the optional 23-inch rims added an unwanted edge to the ride at lower speeds and became quite busy at low speeds, which doesn't bode well when it arrives in Australia.The good news is, up the speed, and ride comfort is mostly decent, while the steering is accurate and, like many of its best rivals, manages to feel much lighter than it is.On public roads, we didn't get to see if the new Bentayga Speed can drift for England, but other rivals, like the Aston Martin DBX are perhaps even faster and more agile, while the latest Porsche Cayenne Turbo Electric is in another league for straight-line performance.As standard the Bentayga Speed bags matrix LED headlights, LED rear lights and a 10.9-inch multimedia screen that works with Apple CarPlay and Android Auto.A head-up display, night vision, park assist and traffic sign recognition are all part of the driver-assist tech.Out of the box the Bentley features a 12-speaker 590W sound system, but there are plenty of reasons to visit the options list.Our car came with the titanium sports exhaust that cost £7740 (A$14,500), the £10,370 (A$19,500) 'Dynamic Pack' that adds carbon-ceramic brakes and launch control and the upgraded £7350 (A$13,800) Naim premium audio.While there's the choice of seven standard colours, 56 extended hues, Bentley can also colour match to any shade under the sun. There are also five standard leathers, a further 10 premium hide options, plus up to eight different veneer trims.While not tested by ANCAP, the Bentayga Speed gets six airbags as standard, lane-keep assist, blind-spot monitoring, front and rear cross-traffic alert and autonomous emergency braking (AEB) with pedestrian detection.The 2026 Bentley Bentayga comes with a three-year/unlimited-kilometre vehicle warranty, which includes complimentary scheduled servicing for up to five years at no cost up to 100,000km.The latest Bentayga Speed service intervals are likely to be every 12 months or 16,000km, whichever is sooner.When the 2026 Bentley Bentayga Speed arrives in the next couple of months it will be priced from $525,000, before on-road costs.That means it will command a six-figure premium over the Aston Martin DBX ($429,000 plus on-roads) and cost significantly more than the Lamborghini Urus Performante ($465,876) but seem an absolute bargain beside both the Ferrari Purosangue ($728,000) and the Rolls-Royce Cullinan Black Badge ($810,000).

Bentley says it will not leverage the Volkswagen Group's close ties with SAIC and XPeng to gain access to state-of-the-art EV tech or range-extender powertrains to help it succeed in markets like China.Following fresh reports that fellow luxury brand, Maserati, is in high-level discussions with both Huawei and JAC, Bentley boss Frank-Steffan Walliser was quick to rule out any possibility of borrowing any tech from China, however cutting-edge.Walliser said: "You have some specific technologies that are available in China. For sure, you can use them." people are looking for a British luxury car."Walliser went on to say that buyers look at both the product and the content and that both had to remain true to Bentley, and that it's the same reason the 107-year-old brand had not simply relocated some of its assembly lines to the US to avoid the recent tariffs that reportedly cost it €42 million (A$68 million) last year alone.While Maserati thinks that the addition of a range-extender hybrid powertrain and JAC's latest pure-electric power for models like its all-new seventh-generation Quattroporte will help it finally win over Chinese buyers in a way previous models haven't, again, Walliser isn't convinced."We already have a very nice range extender. A 4.0-litre twin-turbo V8 with a very small battery. I feel this is perfect", said the CEO, referencing the firm's latest Ultra Performance Hybrid powertrain that was launched on models like the Continental GT Speed, GTC convertible and Flying Spur.Despite producing as much as 575kW and 1000Nm of torque, each model can only drive in EV mode up to 80km on a single charge, a long way off the 200-400km some luxury limos are capable of with their range-extender hybrids, which feature bigger batteries and only employs a combustion engine as a generator, rather than driving the wheels.It's not just a long zero-emission range that sees Chinese buyers favour range-extenders over a plug-in hybrid (PHEV) from the likes of Bentley and other Euro brands.Range-extended hybrids as well as EVs attract both healthy purchase incentives and tax breaks, while PHEVs are sometimes lumped in together with traditional petrol and diesel combustion engines and can see them be hit by license plate quotas, which means any potential owner has to enter an expensive and highly competitive lottery just to be able to register their car.With Bentley's first-ever EV just a few months away, Walliser says he has high hopes for the Urban SUV that's being developed under the D-LEV codename, and believes its blend of innovative tech, styling, more compact footprint (compared to the Bentayga), generous levels of space and big power should prove a big hit in a segment yet to be explored by the brand."On our short to midterm strategy it's clear hybrid is right, but we will balance portfolio by offering a fully electric car. What I'm very happy about is 20-25 per cent of the market is already electric. And we see a movement, and all our luxury competitors will soon have an electric car on offer. It would be a mistake to not offer one."Sadly, for those waiting for a replacement for the largest Mulsanne limo, you might be in for a long wait.Walliser: "I'm very, very often asked about Mulsanne, just not by customers and mainly by media."We've looked at it and there's no market."Instead, the Supersports name introduced on the inbound rear-wheel drive Continental GT Supersports will spin off a new hardcore model variants based on core models, with a limited-run Continental GTC Supersports potentially already in the pipeline, hinted the Bentley boss.

China's move into upmarket luxury carmaking is the stuff of nightmares, admits Bentley CEO, Frank-Steffan Walliser."If someone could keep me up at night, it would be this, but luckily I sleep", joked the former Porsche chief engineer, who now holds the reins as CEO and chairman at the British luxury car-maker.Luckily for Bentley, the father of cars like the 918 Spyder is up for the challenge of a raft of new rivals from the likes of Nio, Yangwang, Aito and the Rolls-Royce of China - Hongqi."I'm deeply impressed by what the Chinese automotive industry is delivering. But is this a luxury product?" Walliser shakes his head."From a technical point of view, and technology point of view be very advanced but in today's world horsepower is easy, the brand is difficult."Citing the Apple watch versus a Swiss timepiece example Walliser says just because a brand charges a high price, that doesn't equate to it being a covetable, luxurious item."This is why the brand is so important and our heritage behind it. And the luxury product, by definition, can only come from the centre of Europe. From either northern Italy, Switzerland, France, south of Germany, or the UK. There is no other luxury brand in the world."Look at Lexus. It delivers outstanding technology, but is only really established in the US and Japan."A good product is not enough. We will not be successful by just building better cars. You also have to build a better brand."Walliser says Bentley remains unlike any of its rivals as it can offer high-end luxury cars and credible 'real' sporty cars, like the latest GT Continental Supersports, that entire 500-car production run sold out in less than two weeks after it was announced.Even with the introduction of its most advanced car yet, the still-to-be-named Urban SUV that will come with an all-electric power, Walliser says the brand won't stray from its core values."[The new EV] will be made in a completely new factory, using a different method and be very, very advanced and modern but the hands-on approach to building it and the levels of craftsmanship – we did not take it away, so you will still see leather, you will still see wood and hand stitching. This will all stay."Helping him sleep deeply, Walliser also predicts China's huge technological lead over Europe will also be short-lived and as the technological arms race becomes equal, buyers of luxury cars like Bentley will begin to appreciate the power of a good brand even more.

Cupra has revealed it is secretly developing an all-wheel drive version of its Cupra Raval that bags a pioneering quad-motor all-electric powertrain, which will produce epic power that blows Tesla out of the water.Primed to be twinned with a white-hot Volkswagen ID. Polo R, the new Cupra Raval Racing will be the quickest and most powerful hot hatch of all time, with Volkswagen's Spanish performance brand leading its development.Cupra's global product boss Toni Gallego told CarsGuide his brand was pushing ahead to develop the four in-hub motor concept that made its debut on the VW ID. Cross, which is key to unlocking near supercar levels of performance.Expected to be capable of producing around 100kW, despite weighing around 39kg apiece, the state-of-the-art in-hub motors will see the Raval Racing come with at least 300kW.Combined with an uprated battery pack, the 4.1m-long Raval Racing should be able to rocket from 0-100km/h in less than 3.0 seconds – much quicker than the 3.8 seconds a BYD Seal Performance or Audi RS 3 takes, and even quicker than the 3.1 seconds a Tesla Model 3 Performance can achieve.As well quick in a straight line, according to the senior Cupra exec the in-hub units, which package their own power inverter, offers unbeatable torque vectoring and by being able to manage how much force is applied to each wheel on a millisecond-by-millisecond basis can neutralise any understeer or oversteer.Brake regeneration will also be class-leading with the Raval Racing able to claw back more energy than any of its rivals, boosting efficiency and real-world range.Traction will be unbeatable over all road surfaces and conditions, while packaging the motors within the wheels means the Raval's large 441-litre boot carries over unchanged.Aside from adding unsprung weight the biggest disadvantage of the new tech is cost, says Gallego."We requested four-wheel drive from the beginning, but it requires a huge investment."It's crazy. I cannot say the final figures, but the good thing is we can manage the production mix across our four plants to balance out the high development costs."The latter is a reference to both the Volkswagen ID. Polo R and potentially faster versions of the VW ID. Cross SUV sharing the same in-hub high-tech quad-motors. Later on, less powerful all-wheel drive VW Group models could also come with a detuned version of the same powertrain.Gallego was careful not to reveal an exact power figure for the mules already undergoing testing, nor did he provide a timeline for when the faster Raval Racing and ID. Polo R will arrive, but it's thought the pair of fast all-electric hot hatches should land in 2028."Some figures cannot be communicated right now. It is a concept and we are exploring how the performance works. It's a massive investment from the technical centre."According to Gallego, work has not finished on the core Raval as feedback from media and potential owners have requested some changes that will see both virtual gearshifts and a higher 190km/h top speed (up from 175km/h) rolled out via over-the-air updates once the Cupra small hatch is launched.

Bentley's Frank-Steffan Walliser has added his voice to a growing number of disgruntled carmaker CEOs counting the huge cost of a global mismanagement of the transition to EV power."If you add it all up, all the profit corrections we have seen over the last year, the misassumptions made, the misjudgement about the tipping point to full EV, it has cost the global automotive industry €100 billion (A$162b)."You could have made a lot of e-fuel to reduce CO2 with that," said the former Porsche chief engineer.Walliser and his former colleagues in Stuttgart lobbied institutions like the European Commission hard when it was drafting the original EU emission targets to include synthetic fuels that led to the most aggressive electrification plans, with some success, but despite that, the Bentley boss says the move to EVs remains inevitable."In the long term everything will be electric, is what I expect and we stay committed to the CO2 reduction", but the damage has already been done with billions now being written off as EV programs – even from the likes of Porsche – are now being cancelled, postponed, or reconfigured drastically to finally take into consideration what actual customers want."We have to look at the customer's choice. It's all about choice and not to limit the choice artificially."Walliser knows only too well from working on the front line in a small car-maker that had to write down an astonishing €3.9 billion (A$6.4b) as part of Porsche's EV retreat but, despite that, is confident it's time for Bentley to roll out its first electric car."On our short to midterm strategy it's clear hybrid is right, but we will balance portfolio by offering a fully electric car. What I'm very happy about is 20-25 per cent of the market is already electric. And we see a movement, and all our luxury competitors will soon have an electric car on offer. It would be a mistake to not offer one", said Walliser.Another mistake would be to abandon those who still demand petrol power too, says the Bentley boss, declaring that so long as there is demand and the small British car-maker can keep homologating them, V8s will remain part of the Bentley offering.

Good things come to those who wait.Six years since Cupra showed off its first concept for the Cupra Raval, we've finally had our first chance to climb behind the wheel of the small Mini Cooper SE-rivalling all-electric hatch ahead of Australian sales kicking off in the second half of next year.The first of four new small EVs that includes the Volkswagen ID. Polo, ID. Cross SUV, plus the Skoda Epiq, it was left to VW's Spanish brand to lead all four cars' development, and it really shows with the Raval.By far the sportiest of the quadruplet, the Raval features Cupra's familiar angular styling, which includes a sharpened shark nose.Ramming home its hot hatch intentions, are large wheels and a hard-to-miss rear spoiler and oversized diffuser that could have been lifted off a racer but actually slash drag to boost efficiency.Measuring in at 4046mm long, 1784mm wide and standing at 1518mm with a 2600mm wheelbase, the Raval is surprisingly spacious within – even in the second row where a large adult can sit behind another large adult with just enough leg- and headroom. The boot is impressive too, at a large 441 litres.Unlocking space has been the choice of using the VW Group's new 'MEB+' platform that neatly packages the single front motor, transmission, inverter and power electronics under the front bonnet, carving out more room for people.Ensuring it has the dynamic edge over rivals and its platform mates, the Cupra Raval, has a 10mm wider front and rear track for higher levels of grip mid-corner.All models also sit 15mm lower to the ground than an ID. Polo for less body roll. Other unexpected differences are that the Raval boasts uprated front wheel carriers, plus a stability control system that can be completely switched off for track use.In its native Europe, the Raval is offered with either a small 37kWh lithium-iron-phosphate (LFP) battery or a, still-modest, 52kWh nickel-manganese-cobalt (NMC) power pack.With the littlest battery the Raval can travel up to 300km on a charge and is combined with either an 85kW or 99kW front motor.In Australia, it's been suggested buyers will only get the larger 52kWh power pack that can see the Mini rival drive up to 440km on the WLTP test cycle, with a choice of either a 155kW or 166kW e-motor.When it comes to charging speed, the bigger battery can only be topped up at a peak rate of 105kW but despite that a 10-80 per cent charge still takes between 23 and 24 minutes, which is reasonable for a small EV within its class.Behind the wheel, the sporty angular looks are reflected within, especially in the range-topping VZ that comes with the option of grippier Cup bucket sport seats that clamp you in position.Featuring, a 12.9-inch multimedia set-up that comes with wireless Apple CarPlay and Android Auto, ahead of the driver is a sporty steering wheel with proper buttons and a clear 10.5-inch digital dash.What's missing are shortcuts for the touchscreen, although the multimedia is quick to react and has clear graphics.Highlights of the Cupra cabin include a 3D-knitted upholstery that uses 100 per cent recycled material. There's also a sporty steering wheel and cool new ambient lighting tech that projects patterns, colours and animations along the door cards.Bringing you back down to earth are the hard plastic door pulls that feel built to a price, but still don't detract from the fun.Developed under the mantra that Cupra was building a small EV you'd actually want to drive, at the top of the Raval tree is the VZ hot hatch that essentially will share much with the inbound VW ID. Polo GTI.Ensuring it can narrow the gap between it and more conventional petrol-powered hot hatchbacks, the VZ gets the high-output 166kW e-motor, adaptive dampers, an electronic-locking differential and large 19-inch alloy wheels wrapped in sticky tyres that, alone, slash the range from 440km to around 388km.All Ravals come with the variable ratio 'progressive' steering rack and a special 'ESC Sport' program, plus the ability to switch it off altogether.Off the line, the VZ offers plenty of performance with 0-100km/h taking around 6.8 seconds – just a tenth off Mini's claim for the Cooper SE.Top speed is 175km/h which apparently isn't enough for the Europeans, with a software patch on the way to raise the limit to a more palatable 190km/h later.Around town, most will prefer the Raval in either 'Comfort' or the more efficient 'Range' setting that softens the ride and is available with three levels of brake regeneration, plus a neat adaptive regen feature which monitors vehicles ahead and adjust the Raval's stops to suit.Cycle through to 'Performance' mode and the steering weights up to some something that feels more natural, while the damping forces increase for better body control, but at the expense of the ride – which we have concerns over.The largest 19-inch wheels might be a bit much on our roads, but engineers say the 17- and 18-inch wheels also fit the fastest model and improve ride quality.Escape the city and push on and the Raval is a lot of fun. There's lots of grip, commendable agility and decent cross-country pace.On track, if you push on you'll feel the electronically-controlled differential working hard for its living, pulling you out of corners with a gentle tugging of the wheel – just like a proper petrol hot hatch would.The Raval doesn't feel quite as lithe as you'd hope and after all it does weigh around 1600kg for the heaviest version but the engagement it offers up is impressive for an EV.What's missing is virtual gearshifts, like a Hyundai Ioniq 5 N, but they might be offered later as part of an over-the-air update or option. The little Cupra also comes with a synthetic sci-fi dystopian soundtrack in its sportiest 'Cupra' mode, plus a pair of configurable modes.One final issue we had with our first car, is the Raval's fancy new 'one-box' e-braking system which squeezes in the brake servo and anti-skid tech into one module served up inconsistent reactions in extreme circumstances. Our second car was much better but we look forward to further testing on more familiar roads.Since Australians aren't great fans of ill-equipped cars, Cupra Australia wisely thinks it might skip the entry and V1 trims, preferring to focus on the mid-spec V2 and flagship VZ.When it lands, expect the Raval V2 to come with a 155kW e-motor, 19-inch alloy wheels, electric folding door mirrors, LED headlamps, a 12-speaker Sennheiser sound system, a wireless phone charger, vehicle-to-load (V2L) power, two front and two rear USB-C sockets, ambient light projection, dual-zone climate control, a heated and wrapped multi-function steering wheel and heated sport seats.When it comes to safety, there are seven airbags as standard, adaptive cruise, lane-keeping, front and rear cross-traffic alert and autonomous emergency braking (AEB) that detects pedestrians and cyclists.Choose the VZ and, as well as the extra chassis hardware and extra power, you get different 19-inch alloy wheels, matrix LED headlights, 3D LED rear lighting, the Cup bucket seats, a 360-degree camera view and a more sophisticated adaptive cruise control.Like every other Cupra model, the new Raval will come with a five-year/unlimited-kilometre vehicle warranty, with a further eight-year/160,000km protection for the high-voltage batteries.We expect the smallest Cupra Raval to come with a capped-price servicing package, with service intervals primed to be every 24 months or 30,000km.As for pricing, Cupra Australia says it's too early for any indicative costs for the Raval but admits it will command a big premium over similar-sized Chinese rivals, like the Geely EX2.That said, early intel suggests the flagship Raval VZ could be priced from $50,000, plus on-road costs, which would mean it will still be cheaper than the less practical three-door Mini Cooper SE ($58,990, plus on-roads) and the much quicker MG4 XPower ($55,990).