Not sure why it takes Subaru 8 years to develop a new generation WRX, especially when the Mk5 Impreza from which it is derived is already 5 years old. Perhaps just to make you believe it was a standalone model?

More disappointing, we found little progress under the bonnet. While the 2.0-liter boxer turbo has grown to 2.4-liter, it gains only 3 horsepower to 271, and peak torque remains unchanged at 258 lbft despite the added capacity. Subaru claims a broader spread of torque across the rev, but if you look at the spec. you will find the presence of peak torque is exactly unchanged at 2000-5200 rpm. So if there is really a flatter torque curve, the improvement should be minimal.



Again the standard transmission is 6-speed manual. Subaru said there is an optional automatic transmission without mentioning the no. of ratios. Read carefully the press release, you can see it is actually a CVT instead of a torque converter planetary transmission we normally refer to "automatic". This CVT has a manual override simulating an 8-speeder, and its "gearshift" response is said to be significantly improved.

The chassis finally follows Impreza to adopt the "Subaru Global Platform". Key improvements include a 28-percent boost in torsional rigidty and 75-percent increase in suspension mounting point rigidity, thanks in part to using structural adhesives. Longer suspension travel should improve bump absorption, while mounting the rear anti-roll bar on body shell instead of subframe helps reducing roll. Finally, dual-pinion electric power steering should improve steering feel.



As for dimensions, it gets 75mm longer, 30mm wider and the wheelbase is lengthened by 20mm to 2670mm, matching the Impreza. The exterior design is familar but a tad smoother and less strange. The wheel arches have turned to Gandini-style hexagonal shape, and finished in black plastic molding to deliver offroader flavours. Then again, the WRX has permanent all-wheel-drive to back up that claims. A pity the 17-inch standard wheels look too small.

The WRX now offers also a GT trim, whose chief mechanical upgrades are electronic adaptive dampers and 18-inch wheels shod with 245/40 tires. It also includes Recaro seats and EyeSight driver assist system as standard equipment.



All WRX gets an updated interior compared with the fast-aging Impreza. Its 11.6-inch portrait touchscreen is taken straight from the Legacy. Two small rotary controls at either side of the screen allow easier adjustment of audio volume and temperature.

After skipping a year, IAA motorshow of Germany is resumed this year, but its venue has changed from Frankfurt, which had been holding the event since 1951, to Munich. So no more Frankfurt motor show, and we had better get used to Munich motor show from now on.

Predictably, IAA 2021 is full of electric cars, as the industry accelerates the migration to full electric under the pressure of governments. Many of them has set a target date of 2035, even though they have no idea how to recycle million tons of used batteries set to retire in early 2040s. Except very few luxury or sports car makers, no one will invest into new combustion engines anymore, sadly.

One of the key players in Europe's largest C-segment is Renault Megane. The current Megane was born in 2015, so by next year it is time to retire. Its successor shown in Munich show is named Megane E-Tech Electric. This car has made two bold changes: from ICE to EV, and from hatchback to SUV-crossover. Speaking of the latter, we must admit that today's crossovers can be greener than perceived. While the Megane E-Tech Electric employs up to 20-inch wheels to deliver an offroad appearance, its height is contained at 1500mm, just 53mm more than the current Megane. Moreover, it is front-wheel drive only, with the electric motor mounted up front like a conventional hatchback. Its energy efficiency should not be much worse than a conventional EV, let alone a combustion family hatch.



The car is built on CMF-EV platform of Renault-Nissan-Mitsubishi Alliance, which was first developed by Nissan for Ariya. It is a dedicated EV platform and also the Alliance' first to feature skateboard architecture. The battery is located under the flat floor, and Renault claims it is the thinnest in production, at only 110mm. This explains why the car is not too tall. Customers can opt for either 40kWh or 60kWh battery pack, good for 300km or 470km range (WLTP). The battery weighs 395kg, helps the car to achieve a center of gravity 90mm lower than the current Megane.

The LG Chem battery is made of lithium NMC like Nissan Leaf or Renault Zoe, but the chemistry is revised such that it employs more nickel and less cobalt, reducing not only costs but also environmental harms. Meanwhile, the electrically excited synchronous motor does not employ rare earth, unlike the permanent magnet motors found on most rivals. Although an excited motor is slightly less energy efficient than permanent magnet one, it is free of supply threat from the biggest supplier of rare earth, China. Having learned lessons from Covid-19, global car makers should be smarter.



The car offers 2 motor options: 130hp / 184 lbft or 218hp / 221 lbft, and the latter is good for 0-60 mph in 7 seconds.

Measuring 4.21m long, the Megane E-Tech Electric is 150mm shorter than the current Megane, but its 2700mm wheelbase is 30mm longer, so interior space should be similar. Moreover, the flat floor is free from transmission tunnel that used to run gearshift and exhaust, freeing up foot space. The interior design maybe not quite as attractive as some rivals, but it feels much more high-tech and upmarket than the current Megane, thanks in part to the L-shape display panel that combines a 12.3-inch instrument display and a portrait infotainment screen that measures either 8-inch or 12-inch.

The new car will go on sale in Q3 next year. Production will take place in France. Its biggest rival will be Volkswagen ID3.

Mercedes continues expanding its EQ electric car lineup. Following the footsteps of EQS is EQE, which is built on the same platform but is made smaller, positioned at the level of E-class. Design-wise, the EQE pushes the russian-doll strategy to new heights, with virtually nothing to separate it from the EQS except different sizes. Therefore, its monospace shape is similarly characterless. The car is 4946mm long, slightly longer than an E-class, but also wider and taller (thanks to the need to accommodate battery at the floorpan). Its 3120mm wheelbase is 181mm longer than the E-class, as it does not need a large engine compartment up front. This gives the cabin 80mm more length, which benefits rear legroom signicantly, although I suspect its rear headroom might not be as generous as the E-class.



At launch, the EQE is offered in only one model: EQE350. It is powered by a rear-mounted motor for rear-wheel drive. Output is 292 hp and 391 lbft, supplied by a battery with 90kWh usable capacity for a WLTP driving range of 660 km (410 miles), which is outstanding. Suspension is 4-link up front and multi-link at the back. Airmatic suspension, adaptive damping and 10-degree rear-wheel steering are all optional equipment.



Inside, the car shares its full-width glass-covered display panel with the EQS.

Meanwhile, the EQS has introduced an AMG model. EQS53 4matic+ is not only the first AMG version of EQS but also the first ever fully electric AMG car. Its dual motor setup can produce 658 hp and 700 lbft, up from 523 hp / 630 lbft of the EQS580, good for 0-60 in 3.7 seconds. If that's still not enough to those used to Tesla or Porsche Taycan performance, they may opt for AMG Dynamic+ package, which allows the battery to supply the motors with 761 hp and 752 lbft briefly (before overheating the battery) at Race Start launch, dropping 0-60 to 3.3 seconds. Top speeds are limited to 137 mph and 155 mph, respectively. Its 108 kWh battery, shared with EQS580, serves a WLTP range of 580 km (360 miles), thanks partly to a low Cd of 0.23.

In the chassis side, the '53 model has 9-degree rear-wheel steering, air suspension, adaptive damping and larger steel brakes fitted as standard. Ceramic brakes are opitonal.

Audi has not made a concept car this handsome for many years. The Grandsphere serves as a vision for the next generation A8 and other Audis for exterior and interior design. IMO, its new face is especially remarkable, and hopefully will give future Audis an edge over the quite bland face of Mercedes EQ cars.



The concept is said to feature Level 4 autonomous driving technology. In this mode, the steering wheel and instrument pod will be retracted and stowed behind the dashboard to free up space. The interior has no displays, as images are projected onto the dashboard surfaces.

Wow, what a long name! I would prefer "GT73e" as previously thought. Somehow, AMG wants to promote the new E Performance label which will badge all its electrified models in the future.

Despite not using a larger number, the E Performance version of GT63 S sits at a higher performance level than its conventionally powered sibling. It should command a much higher price, too, although AMG has not revealed yet. While its top speed remains unchanged at 196 mph, it sprints from rest to 62 mph in 2.9 seconds, 0.3s less than the existing range-topper. Moreover, AMG claims 0-124 mph in less than 10 seconds, which is as quick as a Porsche Taycan Turbo S.



The E Performance model keeps the 4-liter twin-turbo V8 intact, still producing 639hp and 664 lbft of torque, driving through a 9-speed MCT gearbox and 4matic+ system to all four wheels. What's new is the rear axle. A new EDU (electric drive unit) combines the function of 3 - electric motor, a 2-speed gearbox and electronic LSD - in a compact package (is it supplied by GKN ?). The electric motor can produce up to 204hp and 236 lbft of torque. Thanks to coupling it to a 2-speed gearbox, which switches to 2nd gear when the motor revs to its limit of 13,500 rpm at around 87 mph, the power delivery can match that of the V8. This means total power is simply the summation of the two, i.e. 843hp. Combined torque, however, is even higher than the sum of two, at 1033 lbft (1400 Nm), thanks to gearing.

Meanwhile, a lithium battery is mounted above the rear axle, which should improve front-to-rear balance, if not center of gravity. AMG said the inhouse-built battery has unusually higher power density, which can supply 95hp continuously or 204hp for 10 seconds. Anyway, it still weighs some 89kg. In addition to the EDU, I suppose the plug-in hybrid system should add more than 200kg to the kerb weight, bringing the total to nearly 2300kg. Perhaps this is why AMG opts not to call it GT73, as it might not be quicker than the GT63 S on a track. The electric power normally drives the rear axle directly. Only when special circumstances require the 4matic+ system will let the electric power flows forward through mechanical connection.



The E Performance, as suggested by its name, is performance rather than environmental oriented. Its battery might has a high power density, but not energy density. Its capacity is only 6.1kWh, giving a zero-emission range of merely 12km or 7 miles. You may charge it at home, but I doubt who would do so for a range not sufficient to take you to a supermarket nearby and return. However, it is sufficient to deceive WLTP test cycles, reducing emission from 293 to 196 g/km.

The rest of the car undergoes very few changes. There might be minimal retuning to the adaptive air suspension to compensate for the added weight, and the standard fitment of ceramic brakes, but otherwise the hardware is just the same. What needs to be worrying is price. The current GT63 S is already very expensive at £142,000. The addition of hybrid hardware could push it to the territory of some really exotic supercars, well beyond the £139K Porsche Taycan Turbo S and £142K Panamera Turbo S E-Hybrid.

Previewed by the Z Proto concept last September, Nissan's only 2-seat sports car is now in production form. Called simply Nissan Z in America or Fairlady Z at home, it loses the 3-digit number found on all its predecessors, from 240Z, 260Z, 280ZX, 300ZX, 350Z to 370Z (besides JDM-only 200ZR and 300ZR etc.). Personally, I would prefer it to reuse the name 300ZX Turbo, as this will accurately reflects its engine spec. and bring us back to our fondest memory of the breed.



The new Z has a silhouette very close to the 350/370Z, which is a bit too muscular to my taste. This is because the car's underpinning is adapted from the existing FM platform. It keeps the 2550mm wheelbase unchanged, as well as keeping the double-wishbone front suspension and multi-link rear suspension. The chassis is made stiffer, of course, and the suspension geometry has been modified, along with thicker monotube shock absorbers. Adaptive dampers are still passed over, as the Z needs to keep its base price at a very affordable $40,000, significantly cheaper than the BMW-based Toyota Supra, which commands $52,000 for 6-cylinder engine. A few thousand dollars more will buy you Performance model, which gets stiffer suspension, larger brakes, a mechanical LSD, grippier tires and more equipment.



However, both versions of Z is powered by the same 3.0-liter twin-turbo V6. Codenamed VR30DDTT, it is taken straight from Infiniti Q50 and Q60 Red Sport 400, producing exackly the same 400 horsepower at 6400 rpm and 350 lbft of torque from 1600 to 5200 rpm. That is a whole lot more than the old car's 332hp and 270 lbft, from a naturally aspirated 3.7-liter engine. Expect the shorter stroke V6 to be smoother, too. The V6 fills the engine bay fully and mounted just under a strut tower bar, explaining why the bonnet cannot be lowered enough for a purer look.



The Z keeps a 6-speed manual gearbox to please keen drivers. It has rev-matching capability. A 9-speed automatic with launch control is optional, but I suspect fewer drivers will take it.

Inside, the cabin design is modernized a bit but overall its design is still very 1980s, with a hint of the current GT-R. Considering its rivals are from the pony cars world, I would say this is approriate. However, while the new Z brings unprecedented level of power and a visual link to the last 300ZX (especially the tail design), it still feels a bit old-school, certainly lacking the Sci-Fi feel of the 300ZX gave us 30 years ago.