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Auto Blog
3 days ago
- Automotive
- Auto Blog
The Design That Will Change BMW's Future
Radically different BMW's upcoming Neue Klasse lineup manages to be both completely new and utterly distinctive at the same time. The cars look characteristically 'BMW' while also carrying a cyberpunk-like, futuristic aesthetic. They're polarizing designs to be sure, but one can't argue that they look like nothing else currently on the road. Whether that's a good or bad thing is entirely subjective. BMW i3 Neue Klasse BMW i3 Neue Klasse The BMW i3 Neue Klasse brings the angles to the sedan segment BMW i3 Neue Klasse Spyshots BMW i3 Neue Klasse Spyshots The upcoming BMW i3, or Vision Neue Klasse, is nothing like the small, Aston Martin Cygnet-like hatchback it replaced, to say the least. The concept sedan that BMW has been showing off highlights bold, sharp lines, without a single curve in sight. The front end has a slight, shark-nose tilt to it, reminiscent of the BMWs of the 1970s, such as the 2002. The distinct kidney grille now lights up and is integrated with the slim, angled LED headlights. Out back, the taillights nearly span the length of the trunk lid but are split in the middle by a small panel with the BMW logo. These design elements seem to have persisted based on the test mule we've spied driving around. We haven't seen much of the interior, but the concept shots featured little more than an infotainment screen in the middle of the dashboard and a skyroof spanning the headliner. We can only hope that the screen situation will change for the production version, although we're fans of the skyroof. BMW i3 Neue Klasse BMW i3 Neue Klasse Autoblog Newsletter Autoblog brings you car news; expert reviews and exciting pictures and video. Research and compare vehicles, too. Sign up or sign in with Google Facebook Microsoft Apple By signing up I agree to the Terms of Use and acknowledge that I have read the Privacy Policy . You may unsubscribe from email communication at anytime. The BMW X5 Neue Klasse does the same, but in SUV form BMW X5 Neue Klasse Spyshots BMW X5 Neue Klasse Spyshots BMW X5 Neue Klasse Spyshots The upcoming BMW X5 Neue Klasse, or Neue Klasse X, carries most of the i3's design elements but supersizes them in SUV form. The front and rear are largely the same, although the front further embodies the BMWs of the 1970s with a thin, vertical kidney grille. The upcoming X5 also sports a few aerodynamic elements, like large openings in both bumpers, side skirts, and a small spoiler above the rear hatch. The cabin is also largely the same, right down to the skyroof, although the X5 concept images carry a more playful white and orange color scheme that reminds me of some 1960s automotive designs. From what we can gather in the spy shots above, most of these design elements will make it into production. BMW X5 Neue Klasse BMW X5 Neue Klasse Final thoughts BMW's upcoming lineup is certainly polarizing, but unapologetically new. With sharp lines, modern technology, and futuristic aesthetics, BMW is really looking to shake things up when these models are set to hit the scene in 2026. What will be interesting is not just seeing how its domestic competitors, such as Mercedes-Benz and Audi, respond, but also how international competitors from Asia and the U.S. will respond. Looking at BMW's concepts and comparing them to other offerings from makes like Hyundai and Kia, one thing is certain: we are entering a new (or Neue) era of automotive design. About the Author Gabriel Ionica View Profile
Miami Herald
3 days ago
- Automotive
- Miami Herald
The Design That Will Change BMW's Future
BMW's upcoming Neue Klasse lineup manages to be both completely new and utterly distinctive at the same time. The cars look characteristically "BMW" while also carrying a cyberpunk-like, futuristic aesthetic. They're polarizing designs to be sure, but one can't argue that they look like nothing else currently on the road. Whether that's a good or bad thing is entirely subjective. The upcoming BMW i3, or Vision Neue Klasse, is nothing like the small, Aston Martin Cygnet-like hatchback it replaced, to say the least. The concept sedan that BMW has been showing off highlights bold, sharp lines, without a single curve in sight. The front end has a slight, shark-nose tilt to it, reminiscent of the BMWs of the 1970s, such as the 2002. The distinct kidney grille now lights up and is integrated with the slim, angled LED headlights. Out back, the taillights nearly span the length of the trunk lid but are split in the middle by a small panel with the BMW logo. These design elements seem to have persisted based on the test mule we've spied driving around. We haven't seen much of the interior, but the concept shots featured little more than an infotainment screen in the middle of the dashboard and a skyroof spanning the headliner. We can only hope that the screen situation will change for the production version, although we're fans of the skyroof. The upcoming BMW X5 Neue Klasse, or Neue Klasse X, carries most of the i3's design elements but supersizes them in SUV form. The front and rear are largely the same, although the front further embodies the BMWs of the 1970s with a thin, vertical kidney grille. The upcoming X5 also sports a few aerodynamic elements, like large openings in both bumpers, side skirts, and a small spoiler above the rear hatch. The cabin is also largely the same, right down to the skyroof, although the X5 concept images carry a more playful white and orange color scheme that reminds me of some 1960s automotive designs. From what we can gather in the spy shots above, most of these design elements will make it into production. BMW's upcoming lineup is certainly polarizing, but unapologetically new. With sharp lines, modern technology, and futuristic aesthetics, BMW is really looking to shake things up when these models are set to hit the scene in 2026. What will be interesting is not just seeing how its domestic competitors, such as Mercedes-Benz and Audi, respond, but also how international competitors from Asia and the U.S. will respond. Looking at BMW's concepts and comparing them to other offerings from makes like Hyundai and Kia, one thing is certain: we are entering a new (or Neue) era of automotive design. Copyright 2025 The Arena Group, Inc. All Rights Reserved.
Miami Herald
09-06-2025
- Automotive
- Miami Herald
3 Things That Prove Car Buyers Don't Want EVs to Be Weird
The first mass-market electric vehicle (EV) was the Nissan LEAF, introduced in 2010, and it seems Nissan's goal was to separate the LEAF from gas-powered models by looking strange. The solid proboscis front fascia, the amorphous headlights that crept up to the A-pillars, the odd round rear haunches, and the protruding butt all made for an almost alien-like craft. And that was just the exterior. For more than a decade, automakers have tried to make electric vehicles stand out by making them… well, weird. Early EVs often looked and felt like they were from another planet. It was all part of a strategy: If you're going to drive the car of the future, shouldn't it look futuristic? But a funny thing happened on the way to mass EV adoption: car buyers balked. Turns out, most people don't want to drive a pod on wheels or relearn how to operate a vehicle just because it's electric. What consumers really want are EVs that fit seamlessly into their lives, not ones that scream, "I'm different!" Here are three things that prove car buyers want EVs to be familiar, rather than looking like weird rolling spacecraft. In the early EV days, standing out was the name of the game. It wasn't just the LEAF that worked too hard to be noticed. The BMW i3 was easily the brand's least fetching model with some of the worst bodywork we've ever laid eyes on. Sure, it looked like nothing else on the road, but that's not always a good thing. The original Toyota Prius-while not an EV but a hybrid pioneer-looked like Paul Bunyan was insulted by its environmental efforts and stepped on the nose of a once normal-looking subcompact sedan. But as more buyers entered the EV market, especially mainstream consumers who weren't early adopters or tech nerds, it became clear that outlandish designs were a turnoff. Today, many of the best-selling EVs are the ones that look like regular cars. They prove you can ditch the gas without ditching good taste. Take the Ford F-150 Lightning, for example. It looks nearly identical to the gas-powered F-150, the best-selling vehicle in America for decades. The typical bystander can't distinguish between the two, and that's no accident. Ford specifically chose to preserve the familiar shape and utility of the truck because it knows its customers don't want to drive a spaceship; they want to haul lumber, go camping, and tow boats, just like a gas truck owner. The Hyundai Ioniq 6 may look sleek and futuristic, but the Ioniq 5 and Kia EV6-both of which sell well-strike a balance between distinctive and practical, without being too radical. Even Tesla, a brand known for innovation, has stuck with relatively minimalist, subdued exterior styling on its most successful models, the Model 3 and Model Y. They're clean and modern, yes, but not weird. Okay, so there's the Cybertruck, but we all know how that's going. Then there's the 3rd-generation Nissan LEAF, a conventional-looking modern crossover that shed all of its old weirdness. If that's not enough proof, consider the new crop of EVs: the Honda Prologue, the restyled Toyota bZ, the Chevy Blazer EV, the Hummer EV, and the Hyundai Ioniq 5. These are EVs meant to look like real cars, and that's the hot trend now. If you think that some of the cabins in EVs were annoying and strange, you're not alone. One of the more frustrating trends in early EVs was the push to reinvent the wheel-literally and figuratively-when it came to controls. Carmakers, perhaps trying to emphasize that EVs were different, often went overboard with gimmicky interfaces. The first Nissan LEAF's bizarre interior looked like it came out of a '90s B sci-fi flick with its doughy white steering wheel and the orb-like shifter. It's the kind of stuff that makes the ovular 1996 Ford Taurus cabin look conventional. It also seems that numerous EV manufacturers thought their vehicles should have a tablet-sized center screen that controlled everything from the radio to the air vents. How about when Tesla eliminated stalks and buttons altogether in favor of a touch-and-swipe interface? For a while, EV cabins felt more like iPads on wheels than traditional cars. The result for drivers was often frustration with the unfamiliarity and the steep learning curve. Minimalism isn't always a good thing, tantamount to eyeglass frames that clamp on the nose with no temples to grab. Even Tesla's controversial decision to remove traditional turn signal stalks in the updated Model S and Model X has drawn widespread criticism. Many drivers are simply not ready to rewire their muscle memory every time they drive. Now, there appear to be more EVs that utilize physical controls, relatively standard shift knobs, and ergonomics that contribute to intuitive operation. The Chevy Blazer EV is one of them. It has big screens, yes, but switchgear to complement it. Hyundai and Kia have smartly kept a mix of physical and digital controls, allowing for a user experience that feels both modern and comfortable. The interior of the Honda Prologue is about as conventional as they get. If you were to get inside without knowing it's an EV, you'd never guess by looking at the dash, center stack, and center console. It has a normal-looking steering wheel, big stalk controls, and plenty of buttons and knobs for audio and climate. The lesson here is simple: car buyers might be open to new powertrains, but they don't want to relearn how to drive. Familiarity builds comfort, and comfort builds sales. Another clue that buyers want familiarity in their EVs is the transition away from names that were meant to set EVs apart from gas models. The Mercedes-Benz EQS and the Volkswagen ID series stand out the most. Both naming conventions seemed to have backfired. The EQS sedan and SUV don't carry the same panache as the S-Class or GLS-Class, as much as the electric versions try to follow in the footsteps of their gas-powered stablemates. VW's ID series is just plain awkward, especially when paired with non-words like and ID.2all. Even Toyota misfired with its hard-to-remember bZ4X name. Once you could finally memorize the name, you realized you didn't know which letters were uppercase or lowercase. Nobody should have to think about that. Now, it's just called bZ, and Toyota might do away with that shortly. Smarter name choices by manufacturers included the Ford Mustang Mach-E, Hyundai Kona Electric, and the Chevrolet Blazer EV, all recognized model names with electric labels attached to them. It's not just ditching what's strange, it's capitalizing on what has already worked. In the EV race, it has taken only a little over a decade for automakers to figure out that departing too much from what's familiar is bad and that radical reinvention isn't always the way to win hearts or wallets. As EVs begin to feel more like the cars people already love-visually, ergonomically, and functionally-they're proof that making the kind of improvements people care about results in better sales. Of course, EV buyers don't want their vehicles to be boring. They just don't want them to be weird. Give them something familiar, with all the benefits of electric driving and none of the alienation, and they're on board. Onlookers might say, "That's electric?" because they can't tell the difference, and that just might be the best kind of compliment. Copyright 2025 The Arena Group, Inc. All Rights Reserved.
NBC News
31-05-2025
- Automotive
- NBC News
As EVs stumble, automakers are bringing back a kind of hybrid that promises long range
Major automakers are set to resurrect a type of hybrid vehicle that seemed dead in the U.S. just a few years ago to meet a changing consumer demand landscape. Extended-range electric vehicles (EREVs) are a form of plug-in hybrid that falls midway between traditional hybrids and full EVs. EREV cars and trucks rely on battery powered motors for propulsion (like an EV) but also have a relatively small gas engine to use as a generator to keep the batteries charged up (like a typical hybrid). A key difference between EREVs and other hybrids is the relative size of their batteries and gas engines. Mainstream hybrids and plug-in hybrids (PHEVs) like the Toyota Prius still rely on combustion engines as their main means of propulsion. Thus, they have proportionately smaller batteries, but substantial gas engines that are directly connected to their drivetrains to help move the car. EREVs are much more focused on the electric side of the equation, so they tend to have bigger batteries than other hybrids, but comparatively small gas engines that solely function as generators to top off the batteries when examples of this type of vehicle — the Chevy Volt and Fisker Karma — were introduced to the U.S market in 2011. These were followed by the BMW i3 and Cadillac ELR in 2014. But EREVs (also known as Range Extended Electric Vehicles, or REEVs), never attracted much interest from American consumers. The Volt was the most popular EREV by far, with GM selling 157,000 over nine years, until it ended production in 2019. That may seem impressive, but it's a blip in the overall U.S. new vehicle market, which saw about 16 million sales each year in that timeframe. The last EREV sold domestically was the i3, which BMW discontinued in 2022. While there are no new EREVs for sale in the U.S., several are in the pipeline. This includes an upcoming version of the Ram 1500 pickup truck, set to come to market in early 2026. A Ram spokesman noted that it will have the longest driving range the company has ever offered in a light-duty truck, up to 690 total miles between its gas engine and battery power. An EREV version of the Jeep Grand Wagoneer is also under development, according to the company. Volkswagen is planning to begin production of an EREV pickup truck and SUV under the Scout brand name starting in 2027. Hyundai Motors plans to introduce EREV versions of its mid-sized SUVs by the end of 2026, according to a spokesman. The vehicles are expected to have more than 560 miles of range, and be sold under the Hyundai and Genesis brands. In addition, a Nissan spokesman confirmed that the company is considering offering EREV options in its mid-size and larger SUVs. 'They do offer advantages versus 100% EVs when it comes to hauling and towing,' he said, 'allowing greater driving range without the need for a large capacity battery, as well as faster refueling.' James Martin, the director of consulting services at S&P Global Mobility, says one reason manufacturers are turning to EREVs is lower production costs. EREV use of smaller and less expensive batteries than full EVs allows manufacturers to keep their expenses down. EREVs are also less complex than plug-in hybrids, Martin said. PHEVs have two functioning propulsion systems and sophisticated controls to allow them to communicate with each other. Most EREVs, by contrast, are solely propelled by their electric motors. Range anxiety, and cost, still big factors in EV adoption But one of the biggest advantages of EREVs is range. In China, where EREVs are gaining in popularity, the manufacturer BYD offers mid-sized sedans with more than 1,300 miles of claimed range. EREVs also alleviate range anxiety due to the ubiquity of gas stations. Consumers can just fill up with gasoline to charge the battery if a charging port is unavailable. The new EREVs can travel more than 100 miles on batteries alone, then hundreds more using gasoline. 'Range anxiety is still a factor when it comes to choosing an electric vehicle over an internal combustion vehicle,' said K. Venkatesh Prasad, senior vice president of research and chief innovation officer at the Center for Automotive Research. 'EREVs, allay the range anxiety concern,' he said. These hybrids may especially appeal to consumers who frequently travel long distances, and getting more consumers used to plugging in their vehicles might also appeal to manufacturers. 'The actual charging experience of EREVs is very similar to that of BEVs,' Prasad said. 'So, the market adoption of EREVs is likely to be seen as a good ramp to future BEV purchase considerations,' he added. Charging infrastructure is still lagging in many areas of the U.S., according to executive analyst Karl Brauer, which can make a full EV impractical for consumers. EREVs avoid that issue and may also be attractive to consumers who live in apartments or houses that lack charging stations. A recent report from McKinsey noted that EREVs could also combat cost concerns among consumers, noting that the smaller batteries can shave off as much as $6,000 in powertrain production costs, compared to BEVs. Another factor, according to McKinsey, is that both domestic and European manufacturers have seen how EREVs have gained sales momentum in China, a sign the technology may help to increase electrification adoption in their own marketplaces. 'We expect all levels of hybridization to increase production in North America throughout the decade,' said Eric Anderson, the associate director of Americas light vehicle powertrain forecasting for S&P Global Mobility. Hybrids, including EREVs, are a 'relatively affordable way for consumers to move up the electrification ladder without a significant monthly payment increase, he said. While the EV vehicle market continued to grow last year, the pace of growth has slowed considerably. 'The BEV market is in the process of shifting from early adopters to a more price-conscious buyer,' Anderson said. Domestic sales of hybrids grew from 1,175,456 in 2023 to 1,609,035 in 2024, according to the U.S. Department of Transportation, a 37% increase. Plug-in hybrids grew 10% in the same period — from 293,578 to 321,774. By comparison, fully electric EVs saw 7% growth, from 1,164,638 to 1,247,656. While overall sales of traditional internal combustion engine (ICE) vehicles continues to dominate, its market share has fallen every year since 2015, according to Edmunds. Last year, ICE vehicle sales fell to 80.8% of total U.S. sales, down from 84% in 2023. Another attribute that might make EREVs popular with consumers is resale value. Hybrids — which includes EREVs and more common plug-in hybrids — depreciate less than EVs or traditional gas vehicles. Since depreciation is the most expensive part of car ownership, finding a vehicle that better retains its value can provide consumers with significant savings. By contrast, electric cars and trucks lose value faster than any other vehicle type — dropping by 58.8% after five years, compared to the overall vehicle depreciation average of 45.6% and only 40.7% for hybrids, according to research from iSeeCars. 'Electric vehicle sales have been slowing on both the new and used market, with EVs sitting on dealer lots longer despite falling prices,' Brauer said. 'Consumers are showing increasing appreciation for hybrid vehicles, creating a friendly environment for automakers to introduce more plug-in hybrids as an intermediate step toward full electric vehicles.' Ram 1500 extended range hybrid pickup, set to come to market in early 2026, will have the longest driving range the company has ever offered in a light-duty truck, up to 690 total miles between its gas engine and battery | Stellantis
Business Insider
31-05-2025
- Automotive
- Business Insider
Here's Why Automakers Are Reviving Extended-Range EVs despite Initially Flopping
Major automakers are bringing back a type of hybrid vehicle that had mostly disappeared from the U.S. a few years ago. Known as extended-range electric vehicles (EREVs), these plug-in hybrids work mainly like electric vehicles (EVs) by using a battery-powered motor to drive. However, they also have a small gas engine that acts like a generator to recharge the battery when needed, which is different from regular hybrids, where the gas engine helps power the car directly. As a result, EREVs have bigger batteries and smaller gas engines that focus more on electric driving with gas as a backup. Confident Investing Starts Here: Interestingly, it is worth noting that earlier models, such as the Chevy Volt (GM) and BMW i3 (BAMXF), never sold well, and EREVs have mostly vanished after 2022. Nevertheless, Ram (STLA) is planning an EREV pickup truck in 2026 that can go up to 690 miles using both gas and electric power. Volkswagen (VWAGY), Jeep, and Nissan (NSANY) are also working on their own EREV models. These vehicles are useful for people who drive long distances or live in places without easy access to charging, which helps reduce range anxiety while keeping costs lower than full EVs. In fact, EREVs are cheaper to make than full EVs because they use smaller batteries and are less complex than regular plug-in hybrids. They also hold their value better than gas cars or full EVs, which lose most of their resale value within five years. In addition, sales of hybrids and plug-in hybrids are growing faster than fully electric cars, especially as more buyers focus on price and practicality. Therefore, EREVs may help more drivers transition to electric vehicles while avoiding issues like limited charging infrastructure or high upfront costs. Which Auto Stock Is the Better Buy? Turning to Wall Street, out of the stocks mentioned above, analysts think that STLA stock has the most room to run. In fact, STLA's average price target of $10.98 per share implies more than 8% upside potential. On the other hand, analysts expect the least from BAMXF stock, as its average price target of $92.82 equates to a gain of 5%.
