• The Nuvolari is Audi’s most powerful car ever.
• With a whopping 987 horsepower on tap, the limited-run supercar ties the original Bugatti Veyron.
• But while the Veyron had a huge, W16 engine doing the heavy lifting, the spaceship-like Nuvolari has electric power on its side.

This is the Audi Nuvolari, the German automaker’s most powerful production car ever. With up to 987 horsepower on tap, the angular Nuvolari is as powerful as the original Bugatti Veyron.

Unlike the legendary Veyron, however, the Nuvolari has a much smaller gas engine. So, how did Audi stuff this much power into a car that has half the displacement and half the cylinders of the Veyron? Simple: electric motors and batteries.

Photo by: Audi

While the 2005 Bugatti Veyron is powered by a marvelous 8-liter, W16 lump, the new Audi Nuvolari has a 4-liter V-8 engine sitting behind the driver and passenger. It also has not one, not two, but three oil-cooled axial flux electric motors that chime in when necessary, providing extra oomph, as well as enabling a modern iteration of Audi’s legendary Quattro all-wheel drive system.

Two electric motors power the front wheels, providing up to 1,585 pound-feet (2,150 Newton-meters) of torque and supporting variable torque distribution. A third axial flux motor is sandwiched between the mid-mounted V-8 engine and the eight-speed dual-clutch gearbox. Each of the three electric motors makes up to 147 hp (110 kW). Meanwhile, the gas engine can rev up to 10,000 rpm and delivers a maximum of 788 hp and 538.4 lb-ft (730 Nm) of torque.

A 7.3-kilowatt-hour (gross) lithium-ion battery that can be topped up from a Level 2 charger or through the car’s regenerative braking ties everything together. In other words, Audi’s most powerful and fastest road car, with a top speed of 217 miles per hour, is a plug-in hybrid. So much for the argument that hybrids and plug-in hybrids are useless, then.

The German automaker didn’t say how many miles the Nuvolari can drive on electricity with a full battery, but it should be more than the roughly 5-10 miles that the Lamborghini Temerario, which has a similar powertrain but a smaller battery, can do.

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Source: Audi

Compared to conventional electric motors, axial flux motors are considerably smaller and lighter, enabling automakers to integrate them in smaller packages without compromising performance.

The Audi Nuvolari pays tribute to Tazio Nuvolari, a legendary Italian race driver who won races in the late 1930s behind the wheel of Auto Union-badged cars—the precursors to the Audi we know today. While similar in shape to the discontinued R8, the new Nuvolari supercar is not its successor. Instead, Audi wants to make a statement, building just 499 units of its new flagship, each with an eye-watering starting price of roughly $700,000 (€600,000).

Overview

HYUNDAI’S Santa Fe large segment SUV has been available for a couple of years now attracting reasonable sales considering the polarising bread van appearance and high standard of competition.

The base model Santa Fe all-wheel drive hybrid (tested) goes for a not insignificant $60,650 plus on-road costs, and is up against a few direct competitors in Toyota’s Kluger from $62,410 + ORC and the Kia Sorento S from $59,630 + ORC.

A swag of Chinese alternatives is also available across HEV and PHEV powertrains at similar or less money.

Power comes from Hyundai’s ubiquitous 1.6-litre four-cylinder SmartStream direct injected and turbocharged petrol engine and (44.2kW) electric motor hybrid driveline offering 172kW and 367Nm of total system output. Battery storage is listed at 1.49kWh.

The combination drives the wheels via a conventional six-speed automatic transmission with torque vectoring via what Hyundai calls eMotion Drive optimising grip/traction.

Now in its sixth generation, Santa Fe has plenty of appeal with the seven-seat base model tested a good choice for family of five especially if they need plenty of cargo space (up to 1949 litres) and don’t require the third row.

Further boosting practicality are fold flat second and third row seats.

The generously proportioned petrol/electric all-wheel drive Santa Fe base model driven is replete with front, side and rear parking sensors plus a 360-degree camera system, rain-sensing wipers, rear occupant alert, adaptive cruise control, and much more.

Upholstery is a serviceable cloth material, and the front seats are heated.

The dash is dominated by a 12.3-inch digital instrument cluster and 12.3-inch multimedia array with media system highlights including DAB+ digital radio reception, wireless Apple CarPlay, Android Auto and Bluetooth connectivity.

Dual-zone climate control with dedicated third row fan control is operated using a 6.6-inch touch display, the driver’s seat has power adjustment, keyless entry is included with push-button start, and all four windows have auto up/down.

The vehicle functions can be accessed via Hyundai’s Bluelink smartphone app which enables over-the-air updates for major vehicle systems. Also standard is a single wireless phone charger.

Hyundai Bluelink connected car services is complimentary for five years.

Exterior highlights include 20-inch alloy wheels, LED taillights, and ‘Hyper silver’ grille finish. Cladding is black plastic while the grille is a silver tone.

Standard safety equipment is generous across the new Santa Fe range, including 10 airbags and a comprehensive list of Hyundai’s SmartSense active safety technologies.

These include forward collision avoidance with junction turning and crossing features, lane change and keeping functions, driver steering assist and auto evasive steering assist, blind-spot view and collision avoidance, safe exit assist, speed limit assist, driver attention warning, high beam assist, adaptive cruise control, rear cross-traffic alert, and rear occupant reminder.

Four ISOFIX and five top-tether child seat mounts are included.

The Hyundai Santa Fe is backed by a conditional seven-year/unlimited-kilometre warranty and eight-year/160,000km high voltage battery warranty.

Driving Impressions

Styling appreciation is a subjective thing and, in our case, we are not fans of the boxy Santa Fe particularly the rear treatment that seems to slope up and out from the bumper, exacerbated by low tail-lights that are a further jarring note in our opinion.

The use of H branded lights front and rear is a little bit twee we think and the wheel design could do with revision (Ed: we know that a revision is on its way soon).

It’s not all bad as the square front has a purposeful, commercial vehicle vibe and Hyundai has dressed up the body with sundry hardware such as roof rails and subtle wheel arch trims to lift its appearance.

Hopefully the next Santa Fe addresses the bread van looks of this one and also hopefully it doesn’t follow Kia down the path of polarising (some would say ugly) car design.

We’d like to see a rethink of the drive by wire gear selector that clutters the right side of the steering wheel and the heavily screen based menu controls are at times annoying, potentially distracting.

On test we only experienced about half a dozen Bluetooth dropouts.

We like the big comfy seats in the front, less so the middle and rear pews which are of necessity smaller, but they fold flat into the floor which is a bonus.

Other aspects of the stylish interior are first rate – the varied fascia material and colours, uncluttered horizontal planes and the two wireless phone chargers stand out. Though wide, the screens aren’t too big, and a smattering of analogue buttons access often used functions.

We couldn’t care less about gimmicks like the UV steriliser or the ambient mood lighting, but the bi-directional console lid and gesture tailgate are handy.

Being the base model dictates cloth upholstery which is OK by us as it’s easy to clean, comfortable to sit on, means you don’t get burnt on hot days and looks pretty good into the bargain.

The dual-zone climate control is efficient across all three rows and the Bose audio is a cracker.

As expected, the car’s ADAS was intrusive and distracting and a pain to turn off at each restart.

The auto high beam had a mind of its own, the driver distraction monitor was just that and the active lane keeping a continual source of annoyance… among other things.

It makes you wonder how much longer do we have to deal with overbearing and over sensitive, potentially dangerous alleged ADAS?

Though we are possibly diesel dinosaurs when it comes to utes and SUVs, the petrol-electric hybrid Santa Fe is a decent alternative if you don’t require a 3500kg towing capacity as it maxes out at 2000kg.

The feel from behind the wheel is similar to a turbodiesel but smoother as the Santa Fe’s driveline kicks out plenty of torque from low in the rev range with the added benefit of spinning out to higher revs than an oiler.

Though portly at two tonnes, the Santa Fe hybrid delivers decent performance across the spectrum of driving environments, tootling happily around town using little or no fuel, spinning up to highway speed in a blink and cruising at high speed with minimal intrusion by way of NVH.

Acceleration off the mark is quick and with both power sources working in unison, the Santa Fe may accurately be described as fleet footed.

Dynamically, the strut/multi-link suspension does a capable job of stabilising the weighty Santa Fe eliciting tidy, relatively flat cornering, supple bump absorption without deflection and responsive steering (for a family wagon). The premium tyres offer excellent grip and braking is strong.

In our pothole strewn suburb, the Santa Fe proved to be a handy tool dodging endless divots or occasionally soaking them up.

Though purportedly capable of off-road driving, we would suggest that be restricted to dirt roads in the Santa Fe at which it is a good thing.

It has three mode regenerative brakes that function as one pedal driving for much of the time saving fuel into the bargain.

Sipping cheaper 91 RON fuel is a bonus (as it’s about 50 cents a litre less than diesel at the time of writing) and during our stint with the Santa Fe we averaged about 6.5 litres per 100km giving a potential 1000km range from the 67-litre tank.

We like the Santa Fe from a driver’s seat perspective as it goes well, has decent dynamics for a porky family carryall, is relatively frugal and offers oodles of room – and you don’t have to plug it in for a measly 100km or less electric driving.

It’s a great get-in-and-go proposition, easily passing the Sydney to Dubbo non-stop test. A shame, then, it won’t win a beauty prize anytime soon.

The 2026 Lexus ES arrives on a new platform for its eighth generation with an unchanged mission: unmatched comfort in a luxury sedan. What has changed—significantly—is everything else. A pivot to only hybrid and electric drivetrains headlines Lexus’s focus on efficiency, while the new ES’s styling plays it safe at the cost of striking looks.

To showcase its newest creation, Lexus hosted its media drive in La Jolla, California, an affluent San Diego neighborhood where Lexuses, Benzes, Porsches, and the like rule the roads. A luxury sedan makes complete sense in a place like this, and the 2026 Lexus ES might just be the quintessential car you’d find on the driveway of these cliffside homes. During my time behind the wheel of the 2026 Lexus ES350h, ES350e, and ES500e, I got to roam the streets in comfort like a true La Jollan.

The Basics

The eighth-generation ES drops the full gas powertrain. For the first time in the nameplate’s history, Lexus built a multi-pathway platform capable of supporting a gas-electric hybrid and two battery-electric powertrains under a single shared body. The result is three distinct variants: the ES 350h hybrid in FWD or AWD, the ES 350e battery-electric FWD, and the ES 500e battery-electric AWD. All three share the same exterior shell, interior architecture, 14-inch Lexus Interface touchscreen, and standard Lexus Safety System+ 4.0. What separates them is what’s under the floor and how that changes the experience behind the wheel.

Off the bat, the 2026 ES is a large sedan. By the numbers, it’s longer, wider, and taller than its predecessor, and if it were any bigger, you’d almost consider it a crossover. Design-wise, a commenter on our original reveal story said it best: “It looks like a mashup between a BMW and a Hyundai.” That said, it doesn’t quite stop traffic. Body lines on this generation are sharp like the creases on a paper airplane, but this is a trend all automakers seem to be following. A contrasting trim element along the lower bodyside of the door feels like an afterthought rather than a design statement, and the base 19-inch wheels with their plastic aero covers do no favors, giving it that premium feel. Step up to the available 21-inch alloys and the whole car clicks into place. They’re a meaningful upgrade and worth every penny.

Inside, the ES makes a stronger case for itself. The cabin is mature and uncluttered. Simpler personalities would say it’s serene, but I can imagine bolder souls calling it sterile. What you can’t argue with is its clean by design. A 14-inch touchscreen sits above a soft-touch panel of physical controls for climate, volume, and defrost. The overall dash and center console UX is intuitive, but I wouldn’t mind a few more buttons to keep things tactile. There’s definitely space for it.

What’s less distinctive is the synthetic leather on the steering wheel, which has a soft, foamy feel that doesn’t meet premium expectations. It’s a minor but noticeable mismatch. Similarly, the digital door latch system—push to open, pull for emergency release—proved finicky in practice. On more than one occasion, the door didn’t open cleanly on either input, which is an annoying quality note on a car at this price point. The driver-facing eye-monitoring system, which beeps when it detects your gaze leaving the road, was so sensitive that it became an immediate candidate for the off switch.

What really matters is how it drives. All three variants were driven back-to-back on the same coastal roads, which made the comparisons legible. The short version: every one of these cars is exceptionally pleasant and peaceful to drive. The ES has always been about refinement over performance, and this new generation delivers on that mission as well as any previous generation.

We’ve all heard the cliché of a luxury car that “drives on clouds.” The ES 350h drives as if that phrase were the north star of its engineering brief. Leading with its sixth-generation hybrid system—a new setup for Lexus producing 244 horsepower from a 2.5-liter four-cylinder paired with a front motor generator—it returns a generous EPA-estimated 46 MPG combined in FWD trim. On La Jolla’s mix of smooth coastal avenues and rougher neighborhood backstreets, the 350h was composed and effortless. Acceleration is adequate for everyday driving, but flooring it reveals the CVT’s whiny characteristics. Thankfully, that’s a rare occurrence, and the powertrain is so smooth in normal driving that the CVT is practically invisible. Light steering inputs, a calm ride, and near-total isolation from road noise make the 350h feel less like a car you’re driving and more like a room that happens to be moving.

The ES350e, Lexus’s first battery-electric ES, adds a layer of tranquility to that same character. The single front electric motor is quicker and more torquey than the hybrid off the line, and silent with no moving pistons. The 350e is so quiet you could drive through the world of A Quiet Place without attracting the creatures. With an EPA-estimated range of 307 miles on standard 19-inch wheels, it’s also the most practical choice in the lineup for most buyers.

The ES 500e ups the ante with a second rear motor for a combined 338 horsepower and DIRECT4 all-wheel drive, reaching 60 mph in 5.1 seconds. That’s quick for a luxury sedan of this size,  but it doesn’t feel neck-snapping like other performance EV sedans on the market. Whether the AWD capability justifies the trade-off in range—276 miles versus the 350e’s 307—depends on where you live and drive. In Southern California, the answer is probably no.

The Executive Package deserves its own paragraph. Available exclusively on the ES 350e Luxury trim for $3,635, it transforms the rear passenger-side seat into something that belongs in a first-class cabin: a power-reclining seat with an ottoman, heated and ventilated cushions, a massage function, a pillow-style headrest, and controls for all of it built into the center armrest alongside rear window shade operation. When you recline into the Executive position, the front passenger seat automatically slides forward and its headrest drops, opening up the sightlines and giving the rear occupant a panoramic view of whatever’s outside. Parked at a viewpoint above La Jolla Shores with the ottoman extended, rear shade down, and the Pacific stretching out through the glass, it was genuinely difficult to find a reason to get out of the car. If you’re buying the ES 350e Luxury, don’t skip this package.

Pricing for the 2026 ES starts at $48,895 for the ES 350e Premium, $51,895 for the ES 500e Premium AWD, and $51,095 for the ES 350h Premium. The ES 350e Luxury—the trim level where the Executive Package is available—starts at $57,295 before options. The ES 500e Luxury AWD tops the lineup at $60,295. All prices include Lexus’s $1,395 destination fee.

For buyers choosing between the three variants, the decision is simpler than it looks. If you’re committed to gas-electric efficiency and want the hybrid’s 46 MPG, the 350h is it. If you’re open to electric and want the most range and the most serene experience, the 350e is the pick of the lineup. The 500e’s performance is real but feels slightly at odds with the ES’s DNA—the extra power is there when you want it, but in everyday driving, you’ll rarely need it.

The 2026 Lexus ES won’t convert driving enthusiasts, and it’s not trying to. It’s trying to be the best possible version of a refined, comfortable, luxury sedan—and on the coastal streets of La Jolla, with the Pacific in the mirrors and a cabin that insulates you from everything the world is throwing at the car, it’s very hard to argue it hasn’t succeeded.

Quick Take

An honest to goodness luxury sedan.

Got a tip? Email us at tips@thedrive.com

Good morning and welcome to The Downshift, or TDS for short.

Quick, dense, and short, TDS gathers the latest automotive headlines from around the globe and places them in one spot. Stories are summarized in a single sentence accompanied by a link for those seeking more information.

The first cup of coffee is gone, and a second is needed. Let’s get into it.

What I’m driving: Spending the week with the 2026 Lexus GX and am truly interested to see how I feel about this thing after the weekend and a road trip up north. At the launch, in a short, curated session I loved the GX and felt it challenged the Land Rover Defender, but after spending a week with it road tripping and towing in the real world I found it loud, crude, thin, and annoying despite it’s gorgeous design. It’s been two years, let’s see how things shape up this time in a new timeline.

After bailing on the electric future and taking a massive loss Honda America planning chief Gary Robinson said hybrids will form the “core” of the automaker’s business and are now expected to overtake pure gas-powered vehicle sales later this decade; Acura’s lineup will shift to be almost all hybrids while Honda’s showroom will be a little more selective on which vehicle gets which powertrain.

Jeep recalled 61,711 Cherokee SUVs because the two-speed power transfer unit in the transmission might experience catastrophic failure.

BMW is working on a less expensive Neue Klasse EV that will wear the 1 Series nameplate.

Tesla raised Model Y prices by $500 to $1,000.

The 2027 Volvo EX60 lineup was priced with a 300-mile variant costing less than $60,000; the electric EX60 also costs less than a comparable plug-in hybrid XC60 model.

Congress now wants you to pay $130 a year to drive an electric car; lawmakers say EV drivers have to “pay their fair share” since they won’t be paying a gas tax, though many states are already charging EV drivers a fee to compensate for the lack of gas tax income.

Volvo confirmed the now dead EX30 will be replaced with an affordable, larger, EV next year; the replacement is expected to wear the EX40 badge.

BYD aims to take on the Land Rover Defender with the Ti7 seven-seat hybrid SUV in the UK later this year.

Ford’s set to launch five “rally-bred” cars in Europe by 2029.

Got a news tip or feedback? Drop us a line at tips@thedrive.com

ARAMCO AMERICAS, a tech-focused subsidiary of Saudi Aramco, the world’s biggest integrated energy and chemical company, has developed a clean sheet hybrid engine that aims to cut costs, while at the same time boosting efficiency.

Engineers at the company’s US-based research outfit in Houston, Texas, have developed a new Dedicated Hybrid Engine (DHE) designed from the ground up, specifically for use in electrified applications.

Unlike conventional hybrid systems – which typically adapt an existing internal combustion engine for the role – the DHE has been engineered as a hybrid-first solution, integrating combustion and electric components into a simplified, cost-focused platform.

The project, led by senior combustion specialist Nayan Engineer at Aramco’s Detroit Research Centre, aims to deliver a powertrain that is not only more efficient, but also significantly cheaper and easier to manufacture.

Early modelling suggests the approach could reduce hybrid system costs by as much as 25 per cent when compared with current industry standards.

The concept was born from a simple question: What would an engine look like if it were designed for hybrid use from day one?

For Mr Engineer, the answer meant stripping away unnecessary complexity and focusing on real-world efficiency.

“Hybrids really are the best of both worlds,” he said, pointing to their ability to combine EV-like drivability with the range and flexibility of combustion engines.

Rather than retrofitting electrification onto a traditional engine, the DHE integrates electric motors at both ends of the crankshaft, enabling precise torque control and simplifying the drivetrain layout.

This dual motor-generator setup eliminates the need for a conventional differential while improving efficiency and packaging.

At the heart of the system is a compact 1.6-litre three-cylinder engine featuring a pushrod architecture, two valves per cylinder, and a monoblock design without a separate cylinder head.

While these elements may appear old-school, they are deliberately chosen to reduce cost, size, and complexity.

The engine operates within a narrow efficiency band – typical of hybrid applications – allowing it to prioritise thermal efficiency over outright performance.

Aramco claims thermal efficiency in the 41-42 per cent range, with further gains possible through advanced combustion techniques and higher compression ratios.

Additional innovations include roller-bearing internals to reduce friction, electrically driven auxiliary systems, and a long-stroke combustion layout designed to minimise heat loss.

To bring the concept to life, Aramco partnered with French motorsport specialist Pipo Moteurs, enabling rapid development from digital design to working prototype.

The project was intentionally kept lean, allowing engineers to move quickly without the delays typically associated with large-scale automotive programs.

Prototype engines have already been built and tested, validating the concept and paving the way for further development.

While the initial prototype targets mid-size SUV applications, the architecture is designed to be highly scalable.

Future variants could include two-cylinder, four-cylinder, and V6 configurations, with both naturally aspirated and turbocharged versions under consideration.

The system is also compatible with a range of electrified applications, including conventional hybrids, plug-in hybrids, and range-extender EVs.

Aramco estimates the DHE could deliver fuel consumption reductions of up to 35 per cent compared with conventional petrol engines, while maintaining a lower cost than many existing hybrid systems.

The development reflects a growing recognition that hybrid powertrains will play a critical role in the transition to full electrification, particularly in markets where charging infrastructure remains limited.

Mr Engineer said he believes the concept is especially relevant for emerging markets, where affordability and practicality remain key considerations.

“Hybrids solve real problems today,” he said.

“They work where charging infrastructure is limited and where cost matters.”

With patents secured and early prototypes validated, Aramco is now seeking industry partners to bring the technology to production.

The company has begun showcasing the DHE concept to automakers and suppliers, with the goal of integrating the architecture into future vehicle programs.

While it remains at an early stage, the clean-sheet approach challenges conventional thinking around hybrid systems – suggesting there may still be significant gains to be made in combustion-based efficiency, even as the industry accelerates toward electrification.

If adopted, the DHE could offer a compelling bridge technology, combining lower emissions and improved efficiency with the cost advantages needed to support mass-market adoption.

AUDI Sport is weighing a multi-technology replacement strategy for its compact RS models as it considers how to preserve the character of the five-cylinder RS 3 and RS Q3 in a regulatory environment that is narrowing viable future powertrains to plug-in hybrid (PHEV) and battery electric (BEV) options. 

The performance division is yet to determine the final technical path for its next compact models, but Audi Sport managing director Rolf Michl confirmed the segment remains central to the RS line-up, and that the five-cylinder engine remains a key part of the discussion. 

“The compact segment is definitely one of our core segments, also regarding the viability of RS models – it is basically the entrance into the RS world,” said Mr Michl. 

“We were the founder of the high-performance (compact) segment with the RS 3 in 2011, so we are definitely making our thoughts (about how to replace it) … be sure we are fully aware of the importance of this segment, and also about the character.” 

The current ‘8Y’ RS 3, which debuted in 2021, will depart the European market in the third quarter of 2027 as Audi has decided not to upgrade the current version of the EA855 evo 2.5-litre turbocharged five-cylinder engine to meet new EU7 emissions regulations. 

However, the RS 3 five-cylinder will continue to be made available to Audi Australia, as well as the North American market, into 2028 and potentially 2029. 

“The five-cylinder will definitely exist as long as the lifecycle of the base (A3) model runs,” explained Mr Michl. 

“It depends on when the A3 will end, but this will definitely be some time after 2027. In the rest of the world, we have really enjoyable sales, so we will keep the (five-cylinder) engine (alive).” 

Audi is working on the replacement strategy for the A3, which may involve two distinct models with the same name, with the existing MQB Evo-based A3 receiving a deep facelift to sit alongside new-generation electric A3 models that would utilise the Volkswagen Group’s delayed SSP BEV platform. 

Two distinct A3s (and potentially two Q3s) would mirror the multi-powertrain strategy emerging across the premium segment, where manufacturers are hedging their bets in a turbulent market by extending the lifespan of ICE platforms while adding dedicated BEV equivalents. 

Rival BMW has utilised this logic for more than 10 years and regards it as a distinct competitive advantage when compared with less coherent BEV strategies hitherto deployed by Audi and Mercedes-Benz. 

A multi-powertrain future would give Audi Sport at least two technical bases for future compact RS models. 

If the A3 receives a deep facelift, space could be made for a reworked five-cylinder with a PHEV system that would build on learnings from the new RS 5’s sophisticated hybrid hardware. 

Another avenue would be to develop a compact BEV RS model based on SSP that could leverage developments in batteries, efficiency, motors and aerodynamics. 

“The most important thing is that the RS experience in the compact segment is an authentic one,” said Mr Michl. 

“There is no final (decision), but we are absolutely aware of our deeply rooted DNA for the five-cylinder.” 

Adding a PHEV system to the inline five would enable Audi Sport to retain an iconic powertrain while stemming its relatively high CO2 emissions. 

However, Mr Michl indicated that packaging the engine, 20kWh-plus battery, electric motor and thermal hardware in a small car would be tougher than in the RS 5. 

“It would be difficult (to fit the PHEV in), but we are Audi Sport– we achieve the unachievable,” he said, noting that engineers initially saw developing the new RS 5 hybrid as a tough task. A credible power-to-weight ratio, which improved in the RS 5 despite weight gain, is a key internal metric. 

The decision process is complicated by Audi Sport declining to engineer market-specific RS powertrains under one badge. 

“We want to ensure a truly differentiated RS model in every segment … it wouldn’t make any sense to have a multiple engine strategy. If we build any RS model, it should be the same (worldwide). There will not be an RS for the US with Engine X and for Europe with Engine Y,” said Mr Michl. 

Any future compact RS model must be capable of selling across all key global markets, raising the prospect of a PHEV that keeps everybody happy. 

In the background, competitive pressure is sharpening. BMW is preparing smaller BEV models on the Neue Klasse platform, including a 1 Series hatchback, while a hotter iX1 derivative could give BMW a zero-emission RS Q3 alternative.