Insights

Technological advances have rendered older in-car entertainment systems effectively obsolete. Now, carmakers combine entertainment and information as a central point of interior design. Autovista24 special content editor Phil Curry examines the rise of the infotainment system. The rapid development of technology has replaced in-vehicle cassette and CD players with new systems. While music streaming meant losing bulky radio units, the need to display more driver information required bigger screens.   By combining information and entertainment, the infotainment system has been a step forward for interior vehicle design and functionality. These systems are now a staple of modern cars, but some developments have been a cause for concern.  https://youtu.be/yVLCP0bfm-0 Growth of the infotainment system  With the development of touchscreen technology, integrating displays into vehicles for data and control access is a logical step. These screens provide more than just music playback. They also offer access to a wide range of systems.  These displays can provide navigation, views from external-facing cameras, as well as battery charge and health in electric vehicles (EVs). Many also feature Bluetooth connection for calls and smartphone integration. This allows users to bring their own music, apps and personal settings into the car.   Meanwhile, the infotainment system can act as a control location for certain vehicle functions. Menus and sub-menus provide detailed access to advanced driver-assistance systems (ADAS), vehicle customisation, driver profiles, and more.  Some carmakers have even opted to reduce or remove physical buttons for certain systems. This produces a cleaner and sleeker interior design, but can also lead to potential safety issues.  Are screens a distraction?  The ability of an infotainment system to house various vehicle controls can free up space inside a car. However, with some controls buried in sub-menus, out of easy reach of the driver, there are concerns around distraction.  Climate control, driving profiles, heated seats, and regenerative braking levels in EVs can be reduced from physical to digital buttons. But searching for these settings on a touchscreen can mean less focus on the road.   Research published by  TRL, on behalf of safety charity IAM Roadsmart in 2020, highlighted these concerns. Findings showed that driving performance was more negatively impacted when using touch controls compared with voice control.   Study participants were able to keep their eyes on the road more when using voice control than touch control. They were also more likely to identify stimuli that required attention. Despite this, most participants in the study reported using touch rather than voice control in their real-world driving.  Ensuring infotainment system safety  The concerns over driver distraction have led to Euro NCAP making a button-based request of carmakers for 2026. The safety body is asking manufacturers to either offer physical controls or dedicate a fixed portion of the cabin display to primary driving functions. This includes the horn, indicators, hazard lights, windscreen wipers and headlights.   So, the road ahead looks to be a matter of balance when it comes to infotainment systems. The technology will still need to support an increasing number of vehicle capabilities while also meeting higher consumer expectations. However, this will need to be levelled with control accessibility and driver attention.   

What has defined 2025 for carmakers? Will these trends continue into 2026? Enterprise sales director Thomas Luxenburger considers the upsides and downsides with Autovista24 editor Tom Geggus. What do you think the big trends have been for OEMs in 2025? We need to distinguish between the established OEMs and the newer players, including those trying to strengthen their position. Established carmakers are struggling with declining margins as they lose market share, particularly in former emerging markets. In China, there is fierce competition between importers and domestic brands, which means lots of pressure on margins. Established brands have been losing local market share, resulting in smaller margins. This means these companies have less money to invest back into development. The timing could not be worse, as these brands need to put money into the electric vehicle (EV) transition. Carmakers are also at the forefront of more protectionist politics and policies, such as tariffs. There has also been increased supply chain tension this year, impacting chips and rare earth metals. To remain competitive, companies are looking to balance the books elsewhere. This can include experimenting with direct sales models or monetising software and services. They have also looked to cut staffing and production costs, with manufacturing moved to more affordable locations. Carmaker competition So, new-car markets have seen increased competition this year. How has this impacted pricing, operational strategies and future products? In terms of development, established players have historically needed up to seven years to bring a new model to market. Meanwhile, new players can develop their cars much faster. Software-defined vehicles take far less time to launch and often cost less. This is pushing established OEMs to accelerate their development process and bring more affordable vehicles to the market. Think just about earlier generations of battery-electric vehicles (BEVs), established brands offered these at a higher price point. These models have now entered the used-car market and have changed hands once or even twice. But their residual values (RVs) are under pressure from a higher cost-new price. But now, established brands are under more pressure to increase new-car sales volumes, which means investing in more affordable cars. This means a lower list price between €20,000 and €30,000. Direct sales model hype? You mentioned direct sales models earlier. What have carmakers learnt about these systems in 2025? Following the COVID-19 pandemic, there was a lot of hype for carmakers to do everything by themselves. Some set up a flagship store in a big city and thought brand awareness would secure the business. But now perspectives on that approach have changed. Previously, I was surprised that a country like Germany did not see larger dealer groups investing in the market from abroad. However, nowadays there is a very different landscape with much larger groups acquiring medium-sized dealers. Additionally, dealers are quite open to new logos and Chinese brands. This is a totally different situation with larger dealer groups becoming increasingly important and having even greater influence. Meanwhile, new brands are battling each other to acquire their interest. In this landscape with margins under pressure, direct sales are being considered as an opportunity for OEMs. Premium brands could run direct sales models, but mass market ones might struggle more. For these carmakers, having dealer groups in the field and closer to the customer is more advantageous. This is because the risk is carried by the dealer, not the carmaker. If the current socioeconomic situation were more stable, the direct sales model would probably be more advanced. Affordable all-electric cars Carmakers have been looking to affordable BEVs to stay competitive. Do you think this trend will continue? The benefit of my job is getting to see cars at an early stage, so we know what is coming down the pipe. There is obviously an appetite to bring more affordable cars into the market. Also, battery chemistries and technologies are advancing, making it possible to reach target groups at a lower price point. In the coming years, we will see more affordable cars for commuting in urban areas. Even so, carmakers still need to earn money to justify the investment in affordable models, and only volume will cover this. To reach optimum volumes, there must be marketing, with advertising to reveal this new generation of cars. The price point for mobility is the key. Consumers will need to ask themselves what they really need in the day to day. Is a 500km BEV necessary for urban commuting, or would a solar panel and a home charger make more sense? But the used-car market is going to play an important role in the future. In the future, internal-combustion engine cars and affordable BEVs will compete in this space in terms of price attractiveness. I think OEMs need to think about a second or a third used cycle. This means supporting dealerships with the likes of a subscription model for used BEVs. Away from the new car market, this would be a new approach for the powertrain. This would certainly help while registrations continue to recover from a turbulent few years. Commercial vehicle connection What about the light-commercial vehicle (LCV) sector, where the electric transition seems far slower. Could 2026 be the year this changes? I would hope so. You know me, I am LCV addicted. I spoke with some of our colleagues to get their electric LCV adoption forecast, and it will take time. We will not see a significant move in 2026. Change will maybe start in 2027 until the end of the decade. I think it will take much more time beyond 2030 for potential customers to become fully aware of the powertrain. But I do know OEMs that have not previously offered electric LCVs and are now investigating the technology. Elsewhere, the hydrogen discussion has become a bit stuck for LCVs. For heavy trucks, it could be a solution in the future, but I would not expect that personally. I think OEMs will invest in electric LCVs. With the legislation and regulations in the EU, I think this technology will be the way forward. It will take a bit of time, but it will become more important, particularly for the total cost of ownership. Carmakers and supply chains You mentioned advancing automotive technology several times. The need for more advanced parts, like chips, has increased accordingly. But how can OEMs protect themselves when supply chains for these parts become disrupted? It will remain a real challenge. I think OEMs have responded by increasing inventory buffers. We saw this with the disruption of Nexperia chips, where many carmakers tried to fast-track alternatives. It also depends on the contracts and the supply in general. But OEMs are now seeing more reason to spread their risk. Just counting on one supplier can result in quite a mess. Companies may invest in long-term contracts to ensure supply, as well as buffers and alternatives. Some carmakers may even look to get rid of some technology. I think development will now emphasise reducing the number of control units a car needs. Less technology means less reliance on these supply chains. These countermeasures may help OEMs ride the waves of supply chain disruption, but they cannot stop the geopolitical storm. International tensions have a huge impact on the automotive industry, and that is unlikely to change in the short term. The opportunities and challenges With all that in mind, what are the biggest challenges and the greatest opportunities for OEMs in 2026? We can start with opportunities. It is generally hard to say, because I do not have a crystal ball here on my desk. However, I believe that the key lies in the used-car business. This can help support decreasing new-car sales margins. With the right pricing, taking care of RV development could be a pillar for securing the business or covering decreasing margins. A well-established, certified pre-owned programme could also help. It is about developing, coaching, and teaching in the established dealer landscape and taking care of these programmes. They could support a stable value of the cars in the market. Yet, I think the greatest opportunity is to make faster development cycles. The market requires that we move faster technologically. However, this must be done purposefully, not randomly or sporadically. A well-thought-out transition to a new technology will take time. I think 2026 will be another year of transition. Established brands will need to reduce costs, optimise their workflows and strengthen their value chains. Newcomers wanting to make an impact in Europe will look to acquire dealer groups and bring volume into the market. This increased competition will likely be reflected in pricing strategies. New brands will be able to quickly gain ground by utilising customer trust in known dealer groups. So, I am not sure whether all OEMs will survive to the end of the decade. There may be another wave of consolidation on the horizon.

While many designs make it to the road, some are only destined for exhibition halls and marketing materials. But the concept car still has an important role to play in the automotive market. Autovista24 special content editor Phil Curry examines their purpose. Over the decades, carmakers have used innovative model design to stand out from the competition. Design must also allow for regulations, with safety features and sustainability requirements needing to be considered. However, a concept car allows these shackles to be removed as designers illustrate their unique ideas. These prototype vehicles are developed to highlight new trends in both design and technology. However, they are not created to be sold, but provide a glimpse of what could be possible in the future. https://youtu.be/svm77DpP1RQ These models can feature advanced aerodynamics, futuristic user interfaces, innovative powertrains or advanced technology. Concept cars allow brands to push the limits of design without the need to worry about production or budgets. These concept cars can also reveal the findings of studies, help develop and implement new technologies, or visualise new production models. Concept car design Concept cars were once a mainstay of motor shows. Brands looking to attract attention to their stands unveiled what they believed would be the car of the future. Some had a basis, while others were more experimental. But these cars attracted audiences and inspired belief in the future of mobility. The basis for a concept car was to highlight future design trends. The first model developed as a concept was the Buick Y-Job in 1938. This came at a time when many cars featured large vertical grills, separate headlights and little design sculpting. Source: General Motors But the Y-Job, created by US designer Harley J. Earl, created a different profile that fed into upcoming models. This included the 1949 Buick Roadmaster and the 1953 Buick Skylark. The grill design is still seen in Buick models today. Since then, brands have used concept cars for a variety of purposes. Some have highlighted design trends that have carried into their production models. Meanwhile, others focused on vehicles which could inspire future trends. Journey of the concept car Renault has taken concept car ideas through to production on several occasions. This means it developed an outlandish future concept, then a realistic opportunity, followed by a production model. One example is the Renault EZ-Ultimo, a model presented at the Paris Motor Show in 2018. At the time, autonomous vehicle technology was a hot topic of discussion, so the carmaker revealed a trio of ‘robo-vehicles’. The EZ-Ultimo was a mobile lounge, showing what would be possible with driverless vehicles. Not only did it serve a purpose of suggesting future design trends in an unrestricted environment, but it also drew crowds to Renault’s stand. Source: Renault Moving forward to 2024, Renault presented the Embleme. This model presented the potential of an alternative powertrain system. It featured dual-energy electric and hydrogen technology to reduce CO2 emissions over the entire lifecycle of the vehicle. In 2021, the carmaker unveiled the Renault 5 Prototype. It forged a connection with the carmaker’s former model that was discontinued in 1996. The concept acted as a precursor for the Renault 5 E-Tech, which was launched in 2024. The carmaker carried many of its design features into the production model, which is now on sale. Digital concepts Interest in traditional motor show concepts began to wane in the late 2010s. The COVID-19 pandemic saw many brands switch to online launches. This meant fewer design restrictions in the development of concept cars. Rather than produce a physical model, designers could dig into the digital world. Brands showcased their concept drawings and videos to show what was possible. Fast forward to 2025, and this digital mindset has stuck around. One example is the Ferrari F76, a digital hyper car created in the form of an NFT. It combines Ferrari’s racing tradition with generative design and digital technologies. Source: Ferrari Designed for clients of the Hyperclub programme, the F76 was created to support the 499P competing at Le Mans and in the World Endurance Championship. While the development of a concept car has changed, its role remains the same. They are created to inspire both designers and consumers. They also create discussions and allow brands to build on their reputations to lead ideas around future technologies. Either digital or physical, concept cars remain a standout part of automotive development.

One of the major themes from this year’s IAA Mobility was design language. Some brands presented this through concepts, while others used production-ready models. So, how are design philosophies changing, and why now? Autovista24 journalist Tom Hooker investigates. IAA Mobility 2025 played host to many world premieres and concept reveals, highlighting new design languages and philosophies. With the event held in Munich, German brands used the opportunity to full effect. This included BMW’s Neue Klasse platform, Audi’s simplified design philosophy, Mercedes-Benz’s new grille element, and Volkswagen’s (VW’s) small car offensive. So, why did German manufacturers decide now was the time to change? Adding perceived value ‘The conference is in Munich every two years, and the German brands perhaps know that their home territory is the logical place to do this,’ Car Design Research director Sam Livingstone told Autovista24. ‘My view is that the external pressures that are incurred on these brands in terms of their general commercial performance, profitability, and sales are such that internally, there would have been a lot of people being asked the question, “What can you do?”,’ he outlined. These famous marques may seem to take very different design paths. However, their overall approaches to design are more alike than they appear. ‘I think design must deliver more. I sense that what the designers are doing for these three or four German brands is seeking to increase the perceived value. Mercedes-Benz is the one that does it the most obviously, setting out with their new but harking back to the past grille element,’ Livingstone highlighted. Source: Mercedes-Benz ‘That is going to sit on the front of the GLC and other vehicles going forward, making a much stronger statement about being a vehicle that is upper premium. I think they are all pushing hard to add perceived value,’ Livingstone said. ‘I think they are all seeking to reframe their brand specificity in a more distinct manner. Mercedes-Benz and Audi are obviously doing that, I think clearly the BMW is too, and maybe to a lesser extent VW,’ he commented. Heritage-inspired design Two other German brands are also using their heritage to further distinguish themselves and add perceived value as a result. Firstly, Audi brought its Concept C to Munich, a two-seater electric hardtop convertible. The prototype displays the carmaker's new design philosophy. Source: Tom Hooker, Autovista24 ‘We have worked collaboratively within the design team initially to try to understand what the values and the elements are that make an Audi an Audi. What is the DNA? That is why we looked at our heritage to move forward,’ Audi chief creative officer Massimo Frascella explained to Autovista24. ‘This was fundamental, understanding throughout the evolution of Audi what the most distinctive and unmistakably Audi identities are. We found that the Audi Type C, the Audi Type D, and the Audi A6 were the models with the verticality that were very Audi,’ he added. Source: Tom Hooker, Autovista24 The model previews a production car slated for release in 2026. while other upcoming models will be influenced by the Concept C’s design. ‘What I really like about this car is that it is unmistakably Audi; it cannot be anything else. We are so fortunate as a company to have a wonderful heritage. That is not something that all the brands have, so for us it is a huge asset,’ he said. Designing a new generation BMW also took inspiration from its past with its new ‘Neue Klasse’ platform. This is a deliberate reference to the brand's transformation in the 1960s. The new BMW iX3’s design conveys this, while being a visual signal of a new generation of models. Most notably, the model has new illuminated ‘kidneys’ replacing the previous chrome design. Source: Tom Hooker, Autovista24 ‘One step is not enough. We need to take two steps. Then, the design team said, if you do such a bold step in everything, we need to make it obvious to the customer that this is something new. It is a bold leap,’ BMW iX3 product manager Mark Berger told Autovista24. Meanwhile, VW continued the legacy of its Polo and Polo GTI models at IAA Mobility, bringing them into the electric era. The brand's attempt to keep the hatchback’s essence on a new powertrain and platform was helped by small design details. Source: Tom Hooker, Autovista24 ‘In the traditional GTI, you have this golf ball shifter. Now, in the electric one, you do not have a shifter anymore. So, we bought it back in the centre cap of the wheels, now we have a golf ball pattern. You can bring it back, this GTI feeling,’ head of VW design Andreas Mindt told Autovista24. This was combined with modern details, including ‘whisky glasses’. These made up part of the rear lights on the ID.Polo and ID.Cross concept. Source: Tom Hooker, Autovista24 ‘It looks like a thick glass, not like a champagne glass that breaks immediately. It is giving you the impression that it is unbreakable. This is how a VW should look,’ he stated. Concept cars remain important Mindt also discussed the importance of concept cars, even if models resemble their production variant. For brands, this is an opportunity to gauge consumer opinion. ‘In this case, we are very close to production already, but you get feedback. For us, it is important, almost like a customer survey. We are going to have comments, and we really read them. I am very interested in the opinion of the people,’ said Mindt. ‘We need to have this dialogue with customers. When you present a show car, you get a feel of what is good and what is bad. Of course, you have a lot of haters. But you also have very valid, interesting opinions. We want to know and we want to learn, as maybe we bake it into the next project,’ he said. Berger shared a similar viewpoint, as the BMW iX3’s design resembled the Vision Neue Klasse X presented earlier this year. With a new generation, the brand had the opportunity to test a striking new design. Source: Tom Hooker, Autovista24 ‘Since we did not have a direct predecessor, we could go down this route, test the reaction on the design, and make people already a bit familiar with it. That is a bit of a pity now, because sometimes people say, it is not that new. The surprise is gone as the Vision car has already taken a lot of the credit,’ Berger noted. ‘We thought the step was so big, we did not have to exaggerate that much. Because the design jump was already so high from all the other BMWs, showing more or less the serious design made for a very good concept car already,’ he commented. China’s design perspective The increasing number of Chinese brands at IAA Mobility was noticeable. This ranged from luxury all-electric SUVs to European-focused hatchbacks. But with many announcing international expansion plans, are design philosophies also evolving? ‘I think most of the Chinese brands do not have sufficient distinction for them to be able to actually enter this new market for them, in Europe, to be able to set out that they are who they are clearly,’ commented Livingstone. Source: Tom Hooker, Autovista24 ‘I suppose historically that is not so different from the Japanese and the Korean playbook, which is to come in with vehicles that are ostensibly akin to European offers and are quite generic. But they have a competitive offer of features and technical content versus price ratio,’ he pointed out. ‘So, you could argue that it is consistent with what came before. However, in terms of actually creating an individual brand and setting out its purpose in a very distinct offer, having a bland or generic design approach just will not work,’ Livingstone added. Deeper cultural differences However, the reason behind this apparent lack of distinguishability between Chinese brands may not just be strategic. It could also highlight a significant cultural difference between the two regions and their respective automotive markets. ‘I think there is just a cultural distinction that in the Western mindset, we consider without even thinking, how design is out there to seek to appeal to you. As a consumer, you look for a design that you want to have,’ said Livingstone. ‘I would suggest that in China, it is much more likely that a design is there to ensure that you do not create something that people do not want. It would be wrong to suggest that Chinese brands are naive, but there is also a bare truth that the market is less mature,’ he said. ‘So, I think design is there to provide a decent-looking car that is akin to other cars of this ilk and be subtly different in some respects. That is the extent of the design remit in the Chinese market,’ Livingstone continued. ‘Whereas, in the more mature Western market, there is more recognition from both a brand and customer side that there is an opportunity, an expectation, and a need to assert some greater level of brand specificity,’ he explained. Korea’s contemporary design philosophy So, where do brands from other regions fit into the automotive design landscape? For example, Hyundai and Kia do not necessarily conform to broader design philosophies seen in Europe and China. Source: Tom Hooker, Autovista24 ‘Kia is more consistent in its offer, and Hyundai is more divergent. Overall, I do not believe they are conforming to the generic offer that we have seen from China. Nor are they like the German brands, leveraging elements of heritage to add perceived value. I think they are taking a different path,’ outlined Livingstone. Specifically, Hyundai did take inspiration from its heritage when creating the Concept Three, a compact EV from its Ioniq sub-brand. However, unlike other brands, this vision came from outside the automotive world. Source: Tom Hooker, Autovista24 ‘There are several inspirations. First, the desire to go back to designing hatchbacks, not only SUVs. But also, the inspiration of our own heritage with steel,’ head of department of exterior design at Hyundai Motor Europe, Nicola Danza, told Autovista24. ‘We produced our own steel. So, we wanted to celebrate steel by expressing it in its super simple form, and you see these three big surfaces. The bonnet, the shoulders with the doors, and the rear wrapping around the tailgate to express this metal feel,’ explained Danza. ‘We wanted to create something that is simple, pure and easy to understand. Sometimes cars are too heavy in terms of design features, and we wanted to simplify to the max,’ he added. ‘Every concept we do, especially the exterior, is a hint of what is coming next. This is the first time we have shown this design language, so it is very important for us to express it. Also, it is important not to overpromise. Sometimes you go so far away with the concept cars that I suppose you overpromise, and then the reality is different,’ he added. Livingstone also commented on how the two Korean brands are exceedingly international in their orientation. While their domestic market is a focus point, they see Europe as a major market, alongside China, to some extent. ‘I think it would be wrong to say that it is a Korean thing, because their design leadership and designers are not Korean nationals. It is an interesting perspective compared to the two core tranches of Europe and China,’ he concluded.

The 2025 IAA Mobility trade fair in Munich provided a glimpse of the latest models and concepts coming from carmakers. Tom Hooker, Autovista24 journalist, reviews the event. This year’s IAA Mobility saw a strong presence from manufacturers. They spread themselves across the Messe München and the various ‘open space’ locations in the Bavarian capital. Source: Tom Hooker, Autovista24 Brands used the show to highlight their latest mobility developments and future plans. The event achieved a record 57% share of foreign exhibitors, while 40% of all exhibitors were first-time participants. Over 350 world premieres and product innovations were unveiled at this year’s IAA Mobility. This spanned city cars to large SUVs, and production-ready models to bold experimental concepts. But what were some of the standout highlights and announcements? Subscribe to the Autovista24 podcast and listen to previous episodes on Spotify, Apple and Amazon Music. A new era for German brands Domestic brands took centre stage at the event, including BMW, Volkswagen (VW), Mercedes-Benz, and Audi. A unified theme was clear. IAA Mobility marked new eras,  new directions, and new design languages. Source: Tom Hooker, Autovista24 BMW used the event as a launchpad for its Neue Klasse. The vehicle platform will underpin more than 40 new or updated models by 2027, regardless of powertrain. The first of these is the all-electric iX3. The D-segment SUV features a distinct new design language that replaces chrome ‘kidneys’ with a light signature. The iX3 will be the first to use BMW’s sixth-generation eDrive technology built on 800-volt architecture with bi-directional charging. The SUV houses new electronics and software underpinnings, including four ‘superbrain’ high-performance computers. https://www.youtube.com/watch?v=D7aVxrTejlU BMW has refreshed the iX3 with a clean interior and its new Panoramic Vision heads-up display. The SUV is scheduled to arrive in Europe in spring 2026. An all-electric i3, the second Neue Klasse model, will also be revealed early next year. Source: BMW Group Meanwhile, BMW Group brand Mini presented two concept models. These cars were created from a collaboration between Mini’s John Cooper Works sports division and lifestyle brand Deus Ex Machina. VW’s compact EV offensive VW presented its new direction at the IAA Mobility, inspired by the phrase ‘True Volkswagen’. It focused on four new electric vehicles (EVs). Source: Tom Hooker, Autovista24 Firstly, the ID.Polo and ID.Polo GTI were presented in camouflage. Both will be based on the MEB+ platform and will use advanced driver assistance systems (ADAS) from bigger VW models. The ID.Polo and ID.Polo GTI will have world premieres in May 2026 and summer 2026, respectively. The models mark the start of VW’s new naming strategy, where established vehicle names will be transferred to EVs. VW also revealed the ID.Cross Concept, a compact electric SUV. The near-production model is also based on the MEB+ platform and highlights the brand's new ‘Pure Positive’ design language. Source: Tom Hooker, Autovista24 Meanwhile, the ID.Every1 concept showcased a new entry-level EV from VW. The production version will be launched in Europe from 2027. Away from its EV range, VW displayed the next generation of the T-Roc. The B-segment SUV uses ADAS from larger VW models and features an updated interior. It is offered in petrol-powered mild-hybrid or full-hybrid powertrains. Source: Tom Hooker, Autovista24 Mercedes-Benz begins model offensive The new all-electric GLC spearheaded Mercedes-Benz’s presence at the IAA Mobility. Like BMW, the brand used its latest SUV to showcase a new design language. A redesigned, illuminated chrome front grille dominates the car’s visual presence. An AI-driven MB.OS ‘superbrain’ will control every aspect of the new GLC, from infotainment to automated driving. It also features an MBUX ‘hyperscreen’, first seen at CES 2021, and the largest screen ever in a Mercedes-Benz vehicle. Source: Mercedes-Benz Like the BMW iX3, the GLC uses an 800-volt system and offers bi-directional charging. The SUV’s production is scheduled to start in the first quarter of 2026. This will then lead a product offensive of more than 40 vehicles over the next three years. Mercedes-Benz also premiered its CLA, with a new hybrid powertrain and an all-electric shooting brake estate version. Furthermore, the Concept AMG GT XX made its show debut, highlighting the upcoming AMG.EA high-performance architecture. The model recently completed a record-breaking ‘round the world’ distance challenge, travelling 40,075km in just eight days. Source: Tom Hooker, Autovista24 Mercedes-Benz also presented an electric VLE prototype, providing a glimpse of its future grand limousine models. Meanwhile, Smart confirmed plans to present the #2, an all-electric two-seater city car in Europe as early as autumn 2026. Audi’s future direction Audi showcased its Concept C at the IAA Mobility. The two-seater convertible sports car represents the marque's new design philosophy and the future direction of Audi. The brand also debuted its Q3 Sportback at the show. Source: Tom Hooker, Autovista24 Elsewhere from the VW Group, Porsche premiered its 911 Turbo S, featuring hybrid technology. It also showcased its new wireless charging system for cars. This will first be available for the all-electric Cayenne, with the model’s world premiere planned for the end of this year. Source: Tom Hooker, Autovista24 European models at IAA Mobility Renault unveiled the sixth-generation Clio at the show. The hatchback will be available with a full-hybrid petrol or liquified-petroleum gas (LPG) powertrain in some markets. Orders will open before the end of 2025. https://www.youtube.com/watch?v=ljutjMlCVBg Opel presented its Mokka GSE at the event. This is the fastest all-electric Opel to date, according to the carmaker. It was joined by the Corsa GSE Vision Gran Turismo concept car, which previewed upcoming all-electric GSE models. The Opel Grandland Electric AWD also made its public debut in Munich. Skoda presented its Epiq show car at the IAA Mobility, previewing the carmaker’s upcoming all-electric compact SUV crossover. It is the first model to fully adopt Skoda’s Modern Solid design language and is scheduled for production in 2026. Source: Škoda The manufacturer also presented its Skoda Vision O in Munich. The new electric model features a redesigned interior with an AI-driven personal assistant. Source: Škoda Fellow VW Group brand Cupra presented its upcoming Raval electric city car in camouflage, which will be launched in 2026. It will use the VW Group’s MEB+ platform. Source: SEAT S.A Furthermore, Cupra revealed its Tindaya concept. The model displays the brand’s future design language. Cupra also revealed plans to potentially enter the Middle East region in the future. Source: Tom Hooker, Autovista24 After beginning life as a concept in 2020, the Polestar 5 was revealed in Munich. The grand tourer offers two trim versions built on an 800-volt framework. Source: Polestar IAA Mobility concepts from Korea Hyundai presented its Concept Three at the IAA Mobility. This was the first compact EV concept from its Ioniq sub-brand. https://www.youtube.com/watch?v=8rVaDSIq9WQ The carmaker also used the event to outline its electrification roadmap. It plans to offer an electrified version of every model in Europe by 2027 and introduce 21 EV models globally by 2030. Kia brought four premieres to Munich, including the EV2 concept. The B-segment SUV was a preview of a production model set to launch in 2026. Source: Tom Hooker, Autovista24 Another upcoming model displayed was the EV5. The C-segment SUV offers bi-directional charging, with a launch expected before the end of 2025. Chinese models impress at IAA Mobility A total of 116 exhibitors in Munich came from China. Carmakers from the country combined new model unveilings with announcements. BYD’s presence was led by the Seal DM-i Touring plug-in hybrid (PHEV), which made its public debut. The brand also confirmed that its Dolphin Surf city car will be its first passenger car to be built in Europe, at BYD’s plant in Hungary. The site is on track to start production by the end of 2025. BYD announced that its Flash Charging system will come to Europe, with at least 200 stations planned by the second quarter of 2026. The technology can reach 400km of range after five minutes of charging. The manufacturer also confirmed the launch of its new approved used scheme for its models. In the exhibition centre, Leapmotor held the world premiere of its B05 C-segment electric hatchback. Source: Stellantis Additionally, the brand showed off its B10 electric SUV, built on its new Leap3.5 architecture and offered with two battery sizes. The model began deliveries during the IAA Mobility and will be available in over 30 countries. Expansion plans revealed Xpeng celebrated the European premiere of its P7, an all-electric sports sedan. The P7+ was also displayed at the show, alongside the G6 SUV coupé and G9 SUV. Source: Tom Hooker, Autovista24 Changan confirmed a new battery-electric vehicle (BEV) SUV coming to Europe, the S05. Its Avatr sub-brand was also in Munich, debuting its Vision Xpectra concept. The carmaker plans to enter over 50 countries and regions worldwide. Source: Tom Hooker, Autovista24 Meanwhile, GAC presented six vehicles at IAA Mobility. One of these was the Aion V, a BEV SUV, which will be the brand’s first model sold in Europe. The carmaker plans to enter Poland, Portugal, Finland and other countries from September 2025. GAC then wants to achieve full European market coverage by 2028. Hongqi unveiled plans to offer up to 15 models in the European market, covering BEVs and hybrids in the A-segment to the E-segment. It aims to establish over 200 sales and service outlets across the continent. The EHS5 is the first model under the strategy, a premium all-electric SUV. The event also marked the global expansion of another Chinese brand, Aito. It launched specialised variants of three SUVs, the Aito 9, Aito 7 and Aito 5, to enter the Middle Eastern market. These models offer BEV and range-extended electric vehicle (EREV) powertrains. America and Türkiye bring new models Turkish manufacturer Togg held the world premiere of its production-ready T10F sedan. Along with its existing T10X SUV, the brand announced its entrance into the German market. Both models will be available to order through its in-house service and ordering platform Trumore. Togg also unveiled Can.AI, an agentic AI platform developed in collaboration with Microsoft Türkiye. Meanwhile, US marque Lucid also announced its European market debut at the IAA Mobility. This will be with its Gravity model, a three-row SUV. The premium BEV will initially be available to order in Germany, the Netherlands, Switzerland and Norway, with deliveries expected to begin in early 2026. Ford was also in Munich and hosted the world premiere of its Ranger PHEV MS-RT. The motorsport-inspired version of the pick-up was joined by the E-Tourneo Custom MS-RT, a sporty electric passenger transporter.