Morning Grid: Ford Bronco RTR wants the desert, BMW’s EV M3 gets playful, and Mercedes drops a race-bred V8 in its limo

The coffee hadn’t even cooled when the inbox lit up: a flat-plane-crank V8 in a Mercedes S-Class, a quad-motor BMW M3 EV that “shifts,” and the one that made me raise an eyebrow at 6:12 a.m.—the Ford Bronco RTR, pitched as the attainable Raptor vibe without the Raptor-sized bill. It’s one of those zigzag mornings where the car world goes feral, and honestly, I kind of love the whiplash.

Headline act: 2027 Ford Bronco RTR goes Raptor-adjacent

The Ford Bronco RTR feels like the right lure for people who crave the Raptor’s broad-shouldered posture and dune-running bravado, but don’t need to move heaven, earth, and their credit score to get it. Wide track. Longer legs. A suspension that prefers whoops over boulders. It reads playful first, hardcore second—sunset runs, dusty photo ops, and spontaneous detours that end at a taco stand. Less trophy truck, more soundtrack to your long-weekend reels.

Last year I chased a dust plume across Anza-Borrego in a Bronco Raptor. On corrugated dirt that makes lesser SUVs melt, the Raptor’s damping held the body like a waiter balancing a tray over a crowded bar—impossibly calm. If the Ford Bronco RTR inherits even half that control, it’ll be a riot on fast dirt and—fingers crossed—not a punishment on pothole-strewn commutes. That’s the sell: approachable speed, desert flavor, fewer zeros on the loan.

• Positioning: “Affordable Raptor” energy—big stance, big fun, smaller bill
• Suspension/stance: Long-travel intentions and a planted look for high-speed dirt
• Power: Dialed back from Raptor levels (final numbers TBA)
• Target buyer: Social-savvy weekender with a GoPro mount and a dog named Baja
• Regional note: Early noise says Australia isn’t on the first wave

Where the Ford Bronco RTR slots in (big picture)

Ford Bronco RTR vs. Bronco Raptor: what you’re really giving up

• Outright speed: The Raptor remains the desert hammer. The RTR is more “send it, then grab tacos,” less “let’s set a time on that fire road.”
• Hardware depth: Raptor bits and tuning cost real money. The RTR aims for the look and much of the feel without the invoice that makes you sweat.
• Everyday livability: Advantage RTR. Slightly softer edges can mean fewer thumps and less tire roar when it’s just you, the school run, and an overcaffeinated playlist.

Bottom line on the Ford Bronco RTR: if the Raptor’s stance lives rent-free in your head but its payment plan doesn’t, this could be the sweet spot. My question when I get seat time: does it keep that controlled float over corrugations, or does it get jittery? Out there, greatness is measured in rebound clicks and the millimeters you don’t feel.

Performance powertrains: one goes electric theater, one goes exotic ICE

BMW’s electric M3 (2027): four motors and faux shifts, but maybe the fun kind

BMW’s next M3 is going full sci‑fi: quad motors to torque-vector the earth under you, plus simulated gearshifts to bring back a bit of heartbeat. I’m not allergic to the idea. The quickest EVs I’ve driven deliver silent, instant wallop—and sometimes, yeah, it’s so clinical it feels like watching a great movie on 1.25x speed. If BMW nails the timing, noise, and haptic nudge, a dramatized “upshift” could add rhythm to the madness. If it’s cheesy, we’ll know before the second on-ramp. The four-motor yaw magic, though? That’s the real sauce.

Mercedes-Benz S-Class (2026): flat-plane-crank V8, in the quiet car

Had to smirk at this one. A flat-plane-crank V8 usually screams from supercars or AMG specials—light, rev-happy, a little raw. Planting that personality in an S-Class, the rolling definition of hush, is gloriously mischievous. Expect a cleaner, exotic tenor and freer revs, probably with hybrid help so it can whisper at a cruise. The last S I lived with was quiet enough to hear the kids argue about stolen headphones from the back seat. The trick will be delivering fireworks on demand without poking holes in the cathedral. If anyone can thread that needle, it’s Mercedes.

Electrification reality check: GM says some PHEV owners don’t plug in

GM offered a reminder we already suspected: plenty of plug-in hybrid drivers…don’t plug in. I’ve run a few PHEVs as dailies, and when you treat the cord like a toothbrush—nightly, no drama—you get stealthy city miles (30 to 50-ish EV miles depending on model) with the gas engine napping. Ignore the cable and you’re lugging around a heavy battery for so-so mpg. That’s not a tech failure; that’s human behavior doing human behavior.

• Best for: people with home charging and predictable commutes
• Avoid if: your parking is chaos or you know the cable will gather dust
• Pro tip: Set a midnight charge schedule and forget about it—your bill and your engine will thank you

Design and market quick hits

Honda rolls out a “handy” new logo

Slimmer, tidier, cleaner. You won’t notice until you park next to the old badge and go, huh—nice little glow-up.

Mercedes-AMG GLC gets starry sprinkles

Subtle sparkle added. The kind of detail you clock when it’s clean, disappears by 35 mph on the school run.

Japan imports more…Japanese cars

Global production webs are wild. Domestic buyers are, technically, re-importing their own brands thanks to far-flung factories.

Dodge sunsets its second best-seller

Spicy call. Killing a strong seller usually means clearing runway for a new formula—or sidestepping a segment about to shift underfoot.

Because we can: supercharged Chevy Blazer restomod

Open roof, big blower, louder than your neighbor’s leaf blower. Weekend toy? Absolutely. Daily driver? Only if your commute ends at a beach bar.

Ford Bronco RTR: living with it in the real world

• Weekday grind: Taller step-in, some tire hum. If Ford nails the damping, it’ll feel surprisingly civil in traffic.
• Weekend escape: Two duffels, a cooler, a sandy dog. Air down, chase the horizon, be home before your coffee’s cold.
• Fuel reality: Big rubber and a brickish profile aren’t mpg friends. Budget like a grown-up.
• Parking-lot moments: That stance pulls eyeballs. Prepare for “Is that the Raptor?” at every pump.

Buying notes: who should actually pick the Ford Bronco RTR?

• If you adore the Raptor’s stance but don’t need max-attack hardware, the Ford Bronco RTR is your lane.
• If your roads are busted and your campsites are far, the RTR’s friendlier tuning might keep your vertebrae happier.
• If your weekends are measured in dune launches and GoPro splatters, keep saving for the Raptor.

What it means for your driveway

• Craving Raptor vibes on a saner budget? The Ford Bronco RTR should top your shortlist.
• Want an EV that adds drama to the speed? BMW’s quad-motor M3 could be the conversation starter you actually look forward to explaining.
• Luxury fiend who still wants soul? A flat-plane V8 S-Class promises theater without scaring off your chauffeur.
• Shopping PHEV? Be honest: if you won’t plug in, a conventional hybrid is the happier marriage.

FAQ

When will the Ford Bronco RTR arrive?

It’s targeting the 2027 model year. Expect final specs and timing closer to launch—test drives will follow shortly after.

Is the Ford Bronco RTR coming to Australia?

Early chatter says no at launch. If you’re Down Under, start pricing out your import options (and patience).

How does the Ford Bronco RTR differ from the Raptor?

RTR aims for the look and much of the fast-dirt feel with friendlier tuning and a friendlier price. The Raptor keeps the deep hardware and power for maximum attack.

What’s special about the next BMW M3 EV?

Four motors for pinpoint torque vectoring and simulated shifts to add driver drama back into eye-widening pace. If it lands, it’ll feel less “appliance” and more “M.”

Why is a flat-plane-crank V8 in the S-Class a big deal?

Flat-plane V8s rev freer and sound more exotic—rare in a limo. The magic trick is mixing theater with the S-Class’s signature hush.

That’s the sheet. If you spot a wide-stance Bronco with big energy but smaller numbers, odds are it’s the Ford Bronco RTR—headed for fresh tracks right after brunch.