A few words can sum up the new, 7th generation BMW 7-Series codenamed G70: larger, uglier and electrified. Its bulkier proportion, horizontal bonnet, vertical front end and that massive double-kidney grille could raise many eyebrows, but it certainly has more character, if not elegance.

Size-wise, it has grown massively. Short wheelbase is not longer available, as BMW concludes that buyers of this class, especially in China, want everything more. So all the 7-Series models now run 3215mm wheelbase, 5mm longer than even the outgoing LWB car. Its overall length is stretched even more, from 5098mm of the early G11 to a Rolls-Royce-like 5391mm. Ditto the body width which extends from 1902 to 1950mm. However, the most signicant growth in my opinion is the car's height, which is lifted by 66mm to 1544mm. Reason? It needs to accommodate the floor-mounted battery for the i7 variant.

Take the new 740i, which is expected to be best-selling globally, for example. It tips the scale at 2090kg DIN, 365kg more than its direct predecessor! And that's only a rear-drive and 6-cylinder model. Granted, the new 740i compensates with more power. The latest version of B58 3.0-liter petrol straight-six motor has its output lifted beyond even the latest M340i for a total of 380 horsepower and 383 lbft of torque. Besides, all straight-six engines (as well as V8) are now assisted with an integrated starter generator mild hybrid system which offers up to 18hp and 147lbft at certain revs and circumtances. This boosts the 740i's peak torque to 398 lbft. As a result, the car is good for 0-60 mph in 5.1 seconds, marginally quicker than its 365kg lighter predecessor. Top speed remains limited to 155 mph, predictably.



Although combustion engines are cruising to retirement, BMW still updates its straight-six for improved efficiency. The latest version gets Miller cycle operation capability by using Bi-Vanos to delay the closure of intake valves. The exhaust valves get switchable rockers such that they can be closed when throttle is released, reducing frictional losses and letting the starter generator to recapture more energy.

Offered exclusively in China as a budget choice is the entry-level 735i. It runs basically the same hardware as the 740i, but the engine is detuned to 272hp and 295lbft. Combine with the mild hybrid system the total is 286hp and 313 lbft. 0-60 mph takes 6.4 seconds.

Because of emission reasons, neither these mild-hybrid petrol models are to be sold in Europe. Instead, European motorists will have the choice of a diesel model (740d) and a pair of plug-in hybrid (750e xDrive and M760e xDrive).

The 740d engine is a slightly updated version of the existing 3-liter straight-six. It produces 300hp and 479 lbft (can be lifted to 494lbft thanks to the mild-hybrid).




The 750e xDrive and M760e xDrive plug-in hybrid share much the same hardware, i.e. 3-liter straight-six petrol, 18.7kWh battery and a 200hp / 206 lbft motor housed within the ZF 8-speeder. Only the tuning of the straight-sixes are different: the lesser car offers 310hp and 332 lbft for a combined output of 490hp and 516lbft, good for 155mph and 0-60 in 4.7 sec, while the M760e engine produces 380hp and 383lbft (as in 740i) for a total output of 571hp and 590lbft, achieving 0-60 in only 4.1 seconds.

Strangely, despite the M-performance badge, M760e is not quite as quick as the 760i xDrive, which is a conventional V8 car targetting mainly the US market. That car's 4.4 V8 has been improved slightly again, lifting horsepower to 544hp and max. torque to 553 lbft, more powerful than even the latest version on M550i and M850i. It takes 4 seconds dead to go from rest to 60 mph, even though the car weighs as much as 2270kg.

Yet it is not the quickest version of the G70 generation. BMW said by next year it will introduce the flagship, all-electric i7 M70 xDrive, which will boost around 660 hp and at least 737 lbft of torque, good for 0-60 under 3.9 seconds. This car effectively replaces the V12-powered M760i. Yes, there will be no more V12 in any BMW models.



At the mean time, the only i7 model is xDrive60. Its 258hp front motor and 313hp rear motor offer a combined output of 544hp and 549lbft, propelling the 2640kg heavyweight to 60 mph in 4.5 seconds and ultimately reaches only 149 mph. As demonstrated by i4, BMW's CLAR platform is so flexible that it can accommodate the i7's 102kWh worth of floor-mounted battery and an electric motor for each axle, all the while allowing the conventionally powered 7-Series to be built on the same production line at Dingolfing plant, which is quite brilliant. On the downside, that means the packaging efficiency of the 7-Series has to compromise, which explains the added size, tallness and massive weight gain.

The i7 xDrive 60 has a WLTP range of 590-625km depending on wheels and options. Its quick charging rate of 195kW is not quite as quick as the likes of Porsche, Hyundai or Tesla, but competitive with Mercedes.



Obviously, the i7 is not quite as aerodynamic efficient as Mercedes EQS, but its Cd of 0.24 is still pretty good. Its 7-Series siblings need more cooling to engine, so drag coefficient is lifted to 0.26.

As most developmet budget has been spent to electrified powertrains and interior technology, the G70 sees little progress in its chassis development. In fact, it might have taken a step backward. While the old car introduced some carbon-fiber structural elements to cut weight, the new car reverted to the more conventional hybrid structure of aluminum and steel. BMW did not mention any improvement in chassis rigidity. Improvement to NVH comes mainly from the addition of a shear panel under the front structure, the use of hydro mounts at rear subframe and elastic steering gear mounting.

Suspension continues to rely on double-wishbones up front and 5-link axles at the rear, supported with air springs and adaptive dampers. Active anti-roll system is now implemented by 48V motors. The optional rear-wheel steering turns up to 3.5 degrees in opposite direction, so not quite as nimble in town as Mercedes.



BMW seems to have paid a lot of attention to the interior design, giving the car a luxurious yet sophisticated and relaxing environment. As in i4, the instrument panel is a curved display which consists of a 12.3-inch instrument display and a 14.9-inch touchscreen. Running across the middle of dashboard is a crystalline bar which offers ambient lighting and touch controls for the climate control system. Meanwhile, the iDrive controller remains on the transmission tunnel for ease of control.

At the back seat, which is crucial for majority of sales, the new car has reclining seats and foldable leg rests. A small touchscreen is incoporated at the grab handle of each door for controlling the seats. Meanwhile, a massive, 31-inch screen pulls down from the panoramic roof. It certainly appeals to rich buyers.



Ultimately, whether the G70, no matter in conventional power or i7 form, can beat Mercedes S-class and EQS will depend very much on the running refinement and how customers react to its controversial shape.

Ridiculously, Formula One is ditching the complex MGU-H electric turbo from the next generation power units coming out in 2026, but Mecedes-AMG is introducing the same thing to its road cars. The new SL43 is the first road car to employ electrified exhaust gas turbocharger, and Mercedes is probably the only manufacturer to do so before the ultimate demise of internal combustion engines.

The said engine is based on the existing M139 2.0-liter four-cylinder that powers A45. In that application, it employs a large turbo to produce up to 421 hp and 369 lbft of torque. On the SL43, however, the focus is not on big power but refinement and drivability. By replacing the conventional turbo with a smaller but electrified turbo, it can be spooled up immediately on throttle, eliminating turbo lag. The result is 381hp at 6750 rpm and 354 lbft of torque from 3250 to 5000 rpm. The latter compares fabourably with A45 S, whose full torque does not arrive until 5000 rpm.



Electric compressor is not new, of course. Both Mercedes and Audi have such devices on their road-going engines. However, these are actually electric superchargers instead of electric turbochargers, because they don't have anything to do with exhaust gas. Exhaust gas turbo is still the most efficient way to recapture the energy that would be otherwise wasted in exhaust. The only downside is turbo lag.

In Formula One engines, the MGU-H (Motor Generator Unit - Heat) is actually a turbocharger added with a thin electric motor between the compressor wheel and exhaust turbine. At lower revs when the exhaust gas is not sufficient to drive the turbine, the electric motor takes the responsibility to spool up the turbine and produce boost. When the engine revs up and produces more exhaust gas than the turbocharger needs, the MGU-H acts as a generator, recapturing the heat energy from exhaust stream that would be otherwise released from the wastegate. It sounds easy, but the most difficult is to minimize the size of this electric motor to fit into the limited space of turbocharger while is also heat-resisting enough to sustain the high temperatures found in a turbocharger.



After succeeding in F1 racing for so many years, Mercedes-AMG finally transfers its know-how to production engines, even though that could be shortlived. Its electric exhaust gas turbo is developed in partnership with Garrett and produced by the latter. Its chief function is to cut turbo lag and maintain a linear power delivery. However, it is not known whether it includes the energy recovery function of MGU-H, as the press release did not mention. Its power comes from a 48V electrical system, which can be supplied by the belt-driven starter motor generator of mild-hybrid system.

On the SL43, the M139 is mounted longitudinally and drives the rear wheels only, unlike the V8-powered SL55 and SL63 which have standard 4WD. It takes 4.7 seconds to go from 0-60 mph, and top speed is 171 mph. No match for the V8 siblings, of course, but pretty good for an entry-level SL model. However, how will you see a four-pot SL ? It is not the first four-cylinder SL, but the last time Mercedes built such an SL was almost 60 years ago, and the tiny 190SL was never regarded as a true SL.

The widely acclaimed Toyota GR Yaris gets a big brother. GR Corolla is built on the component set of GR Yaris, but tuned to be more powerful and potentially quicker on road and track.

From outside, you can already tell it is far sportier than any Corollas ever existed. A massive front grille feeds its large intercooler, accompanied with pronounced front splitter, side skirts and widened fenders front and rear. The latter accommodate 235/40R18 Michelin Pilot Sport 4S tires and tracks that are 60mm and 85mm wider front and rear. At the back, the diffuser might be pseudo, but the 3 exhaust pipes are real. Depending on version, you can have either big or small rear spoiler.



Power comes from the same 1.6-liter 3-cylinder turbo motor as GR Yaris, but the new low-back pressure exhaust and retuned ECU lift its output to 304hp (JIS) or 300hp (SAE), compared with 272 hp (JIS) of GR Yaris, although maximum torque stays at 273 lbft. (European GR Yaris is slightly less powerful again at 261 hp and 265 lbft.) It becomes the most powerful production 3-cylinder engine in the world. Probably also the most powerful 1.6-liter class engine.

Predictably, power is transmitted to the same 6-speed manual gearbox and GT-Four all-wheel-drive system like its smaller brother. The latter uses a multiplate clutch to control front and rear torque split, allowing the driver to choose among 50:50, 60:40 or 30:70. The front and rear differentials are open, but opting for Circuit pack will add a Torsen LSD to each axle.



The Circuit pack adds also a sheet-molding CFRP roof panel to cut weight and lower center of gravity. All versions feature aluminum bonnet and front doors.

Unlike GR Yaris, the chassis of GR Corolla is derived from the production Corolla hatchback, although it adds more spot welds, structural adhesives, underfloor bracings and rear suspension tower bar to improve stiffness. The brake package comes straight from GR Yaris, with 356mm discs and 4-pot calipers up front. Weighing 1475kg, it is almost 200kg heavier than its smaller brother, thus unlikely to stop as quickly.



However, with a similar power to weight ratio but higher horsepower, wider tracks and longer wheelbase, the GR Corolla could be quicker on road and track. Whether it could challenge the mighty Honda Civic Type R or Volkswagen Golf R is harder to predict, but Toyota already surprised us with GR Yaris, so don't bet against it.

The car will go on sale first in the USA, which is expected to be by far its biggest market. Japan and Australia will follow, but Toyota rules out its presence in Europe.

The upcoming Rolls-Royce Spectre is going to be the world's first invisible car, according to company boss Torsten Müller-Ötvös.

"For over a hundred years, Rolls-Royce has been known for quietness, almost as silent as ghosts. However, this is no longer enough for tomorrow, as all our rivals are also turning to full electric power, which is also as silent as ghosts. To go one step further, we will make our car as invisible as ghosts, too."

While the announcement sounds a bit incredible, almost like an April Fool's joke, we are quite sure that it is true. One solid evidence is the early test mule caught in Sweden undergoing winter testing. It is covered in livery with prominent slogans reading "When exist is not exist", "Not Exist" etc. We learned that the black film covering its huge body is used to make the car visible to testing engineers, who failed to find the Spectre test mule in car park a number of times previously. In fact, they have written off a few prototypes by now due to this reason.

As for how to achieve the invisible effect, Rolls-Royce said it is a commercial secret thus declined to reveal. However, it hints that the technology involves advanced optic fibers, sophisticated 4D imaging technology and a bit of magic.

According to Müller-Ötvös, invisible technology has a number of advantages. Firstly, it makes its owner forget how huge and ungainly the car is. Secondly, it is convenient to slip into car parks and charging points without paying. Thirdly but also most importantly, in combination with its silent powertrain and peerless rolling refinement, you can drive home at 3am without arousing your suspicious wife.

As for the rest of Spectre, Müller-Ötvös said the firm is working hard to make the car feel every bit Rolls-Royce. He revealed that the early test mule felt incredibly like a Lotus to drive, blame to its perfect weight distribution, low center of gravity contributed by floor-mounted batteries and instantaneous electric torque vectoring front and rear. Moreover, as the car is built around an all-aluminium spaceframe chassis, it is actually lighter than a Lotus Eletre, an SUV tipped to weigh some 2500kg and still dares to call itself a Lotus. No wonder the Roller is capable to do 160 mph and 0-60 under 3 seconds, even though its power and torque output are quoted as "adequate".

"The last thing we want to be described is driving like a Lotus. If a Chinese-built SUV made of part-aluminum and part-steel, plenty of Geely and Volvo components is said to feel like Rolls-Royce, I guess my boss will replace me with a Chinese guy as well."

"In fact, after installing the battery all over the floorpan, we still found too much space left under the driver for the commanding seating position our customers used to. That hollow structure sounds terrible! In the end, we put sandbags and a 3-inch thick tiger skin carpet above the battery and have the problem solved."

"As for chassis dynamics, we definitely hate to be as agile as Lotus, even though we are capable to do so. Electric cars are really crazy. All of them run the same configuration of front and rear motors, torque vectoring and floor-mounted battery. You can simply have any handling and ride characteristics by changing the software. It might sound fabulous if we can make a Lotus-beating Roller, but if that is the case, they can also build a Rolls-Royce-like Lotus!"

"That's why we are still exploring some significant changes in hardware. We are putting some batteries at the roof, just to introduce the body roll that deserves the name Rolls. Likewise, we are reshaping the Flying Ecstasy with the help of CFD and windtunnel, increasing the amount of front-end lift it generates. We are working hard to fix the number of battery cells to 6750, a number associated with our engines since 1965. And finally, that invisible body should make a huge difference. That's the way to compete and survive in the electric era."