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My test vehicle was the XLE FWD Plus, an important distinction because it combines the less expensive trim with the larger battery. It also attracted an unexpected admirer: an 82-year-old passenger who likes to call himself Grandpa. He isn’t my grandfather, but I wasn’t about to demand identification. Considering that he owns a 2023 Mercedes-Benz S-Class, I expected complaints about the Toyota’s comparatively modest accommodations.

I was completely wrong.

Powertrain and performance

First, let’s untangle Toyota’s configurations. The regular XLE FWD uses a 57.7-kWh battery and carries a 236-mile range rating. The XLE FWD Plus moves up to a 74.7-kWh battery and a more powerful front-mounted motor producing 221 horsepower and approximately 198 pound-feet of torque. Its EPA-estimated range is 314 miles, making it the distance champion of the bZ lineup. “Plus” buys you more than another badge to explain at the charging station.

If you want additional muscle, the dual-motor XLE AWD produces 338 horsepower, with an EPA-estimated 288-mile range. That’s a substantial power increase, but the front-drive Plus makes a convincing case for buyers who prioritize range and purchase price over acceleration.

Built on Toyota’s dedicated e-TNGA electric platform, the bZ places its battery beneath the cabin floor. A 112.2-inch wheelbase helps create useful passenger space and contributes to its settled highway character. At roughly 4,200 pounds, depending on configuration, my front-drive example wasn’t lightweight, but it didn’t feel excessively burdened by its batteries either.

Related: Toyota’s New Hybrid System Targets Over 15% Better Fuel Economy

Acceleration is entirely adequate for commuting, merging, and passing. This isn’t a sports car, but it has no difficulty getting out of its own way. Handling was better than I expected, although enthusiastically applying power through a tight corner could make the front tires chirp. There’s enough response to keep it agreeable without pretending that every grocery run is a qualifying session.

The ride is the bigger selling point. It’s composed, comfortable, and well suited to the kind of driving most owners will actually do. Steering-wheel paddles adjust regenerative braking, giving the driver some control over how strongly the vehicle slows when lifting off the accelerator.

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Range and charging

The 314-mile rating deserves attention because it makes the XLE FWD Plus considerably easier to recommend than the original bZ4X. The Limited FWD, using the same battery capacity and 221-horsepower output, is rated at 299 miles. Wheel-and-tire selection matters here: the XLE uses 18-inch wheels, while the Limited wears 20s. Equipment and weight also influence efficiency, but upholstery alone isn’t stealing those 15 miles.

Toyota fits a native NACS charging port, allowing access to compatible Tesla Superchargers. That expands charging options, although it doesn’t mean every Tesla station is available to this vehicle. Battery preconditioning helps bring the pack toward an appropriate temperature before fast charging, an important improvement when conditions are less than ideal.

Related: Is the 2027 Maserati Grancabrio too Italian? Yes, and it’s Magnificient

Toyota estimates a 10–80% DC fast charge in approximately 30 minutes under ideal conditions. The 11-kW onboard AC charger supports Level 2 charging at home or work, subject to the power available from the charging equipment. Toyota also supplies a dual-voltage charging cable.

Those are useful specifications, although the bZ isn’t setting the charging-speed benchmark. For someone who plugs in at home and starts most mornings with a replenished battery, that matters considerably less than it does to a frequent road-tripper.

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Exterior and interior design

I didn’t hate the original bZ4X’s appearance. The contrasting cladding was a little comical, but at least it had character. The current bZ looks cleaner, with Toyota’s familiar hammerhead front-end treatment and a slimmer lighting signature. The substantial update arrived for 2026, and the 2027 model largely carries it forward.

Inside, a standard 14-inch touchscreen supports wireless Apple CarPlay and Android Auto. Ahead of the driver is a separate 7-inch information display mounted high and far forward, near the windshield. It shows speed, charge status, power use, and other driving information. The arrangement takes some adjustment, particularly when finding the right relationship between your seat, steering wheel, and line of sight.

I still prefer more dedicated physical controls, but the cabin doesn’t feel stripped simply because this is an XLE. Heated front seats, a heated steering wheel, dual-zone climate control, two wireless phone chargers, and multiple USB-C ports provide plenty of everyday convenience. The standard audio system has six speakers; the nine-speaker JBL upgrade belongs to the Limited’s options list.

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The XLE’s fabric-and-SofTex seating received surprisingly enthusiastic reviews from my passengers. I found the front seats comfortable, and those seat heaters were appreciated. Rear accommodations were also agreeable in use, although the official 35.3 inches of rear legroom puts “spacious” into perspective. Front legroom measures 42.1 inches.

Cargo capacity is 27.7 cubic feet behind the rear seats, expanding to 56.9 cubic feet with them folded. That’s useful room for luggage and shopping without requiring anybody to climb into an oversized SUV.

Grandpa’s perspective

Grandpa liked that the Toyota felt approachable. He praised its ride, comfort, and apparent value, and the badge carried weight with him. Toyota’s reputation matters to buyers who want reassurance more than a lengthy explanation of software architecture.

He also wondered why he hadn’t heard more about it. That’s a fair question. The bZ’s improvements make it a much stronger proposition, but some shoppers may still associate it with the compromises of the earlier model. Grandpa simply judged the vehicle he was riding in, and liked it enough to consider one as a commuter.

Who am I to argue? The man has an S-Class and still found something to appreciate in fabric seats.

Final thoughts

The 2027 bZ starts at $34,980 for the smaller-battery XLE FWD, before destination. The XLE FWD Plus adds $3,000, bringing its base MSRP to $37,980. That distinction matters: the headline starting price and the 314-mile range belong to different configurations.

For my money, the Plus is the compelling one. It pairs useful range with comfortable accommodations and enough standard equipment to avoid feeling like a punishment for exercising financial restraint. It doesn’t thrill me, but it makes daily driving easy.

Sometimes that’s exactly the assignment. Getting Grandpa’s approval was a bonus.

Related: I Drove The 2026 Land Rover Defender 130 X, and It’s My New Dream SUV For Family and Adventure

Audi has made a lot of fast cars over the years, but many have typically had four doors or more. Some notable exceptions include the Quattro, the S2 Coupe, the TT, and of course, the R8. Right now, it only has the Nuvolari as its high-performance two-door, and even that is a limited-run model that isn’t immediately accessible to most folks.

But that will soon change, as it’s been confirmed that it will be building a new sports car. Audi unveiled the Concept C about a year ago, and it didn’t take long before it was confirmed for production. It’s slated to go into production in 2027, likely for the 2028 model year.

Confirmation

At the time, the concept packed an electric powertrain, although it was unknown if that would change once series production began. It was also said to be based on the upcoming electric Porsche Boxster and Cayman, but that wasn’t set in stone.

Now, more details have emerged, and it’s actually Porsche that mentioned a key piece of information. Motor1 noted CFO Jochen Breckner saying something crucial during the third-quarter earnings call relating to the project.

There, he said, “We are offering our electric platform for the 718 Boxster and Cayman, which is about to be launched next year for an Audi project. They call it C-Sport internally, and we will get cash from their side. That payment is expected to come in 2027.”

Electric-Only?

It was clear that Breckner said electric platform in the quote, but will there be any hope for a gas-powered version? By the looks of things, it’s highly unlikely, as the platform is supposedly for electric applications only. While that doesn’t shut the door for a range extender, it’s starting to look more and more like it will be EV only.

Porsche also poured cold water on reports that the combustion-powered Boxster and Cayman will make a comeback someday. The company has been adamant that the roadster and coupe will be electric-only affairs, and has been hyping it up by saying the prototypes have been good to drive.

Back to the Audi, it was also reported that it will only come in one body style as a Targa-top. That’s understandable given that the convertible version will be the Boxster, while the coupe will be the Cayman. Technical details are still unknown at the time of writing, but it should benefit from Porsche’s E-Core architecture that’s said to have characteristics of a mid-engined car.

Demand for new electric vehicles may have waned in the United States, but many manufacturers remain committed to investing in EVs. These silent, powerful, and efficient vehicles aren’t going anywhere—it’s just a matter of when we’ll see a larger shift away from gas and hybrid cars. For anyone looking to make the switch now, there are a number of exciting and capable EV options on the market. Our choices excel when it comes to range, charging ease, and value. But a good EV needs more than a long range, so we’ve also considered comfort, performance, and practicality. Here are our selections for the best electric vehicles you can buy for 2027.

Winner: Tesla Model 3

It’s not as popular as the Model Y crossover, but the Tesla Model 3 is the better EV. It’s cheaper to buy, yet more efficient and quicker. It also benefits from everything that makes Tesla ownership so alluring, from access to the vast Supercharger network to the availability of the Full Self-Driving (Supervised) system, which makes commuting a lot less fatiguing.

The Model 3’s most recent facelift introduced a sleeker design, reduced cabin noise, and classier materials; it’s a much better car than it was when originally launched. For the price, its range and performance specifications are exceptional, too. For just under $37,000, the base Model 3 has a range of 321 miles and springs from zero to 60 mph in 5.8 seconds. The Model 3 Performance delivers supercar-like acceleration (0-60 in 2.9 seconds) for $54,990, yet still covers over 300 miles on a full charge. 

Charging speeds max out at 250 kW, making it possible to add 185 miles of range in 15 minutes.

Like other Teslas, the extremely minimalist interior is polarizing. It feels futuristic and the touchscreen works brilliantly, but the absence of any physical controls or a traditional driver’s display can be frustrating. There’s a well-sized trunk and a useful frunk, but the back seat isn’t as spacious as the Model Y’s.

Overall, the Model 3 is a product that clearly comes from a company with more EV experience than practically anyone else. 

Model 3 Pros

• Sleekly styled
• Excellent range
• Performance ranges from quick to brutal
• Novelty of FSD system
• More fun to drive than Model Y

Model 3 Cons

• Heavy reliance on touchscreen
• No Apple CarPlay or Android Auto
• Back seat can be cramped for taller adults

Model 3 Ratings

• Range: 5/5
• Charging Ease: 5/5
• Value: 4/5

Who’s It For?

With its attractive starting price, expansive charging network, and competitive range, the Tesla Model 3 is a great first-time EV for singles, couples, or young families. Tech-obsessed drivers will love the control setup and frequent over-the-air updates that add new features. It’s also a top choice for drivers seeking potent performance from their EV.

Recommended Trim

There’s a strong case to be made for all three Model 3 trims; the base model is by far the cheapest and the Performance a perfect tool for terrorizing BMW M3s. Our choice is the mid-range Model 3 Premium, though. It starts at $42,490, has a 363-mile range, and hits 60 in under five seconds.

Related: Tesla’s Cheapest Car Is Also America’s Most-Driven EV

Runner-up 1: BMW iX3

Although we haven’t driven it yet, the BMW iX3—which arrives in the U.S. later in 2026—is too impressive on paper to ignore. It’s a pivotal model for the brand, being the first of the Neue Klasse models. From its design language to the user interface and the battery technology, it represents a quantum leap over any previous BMW EV.

The first 2027 BMW iX3 variant, the 50 xDrive, starts at $61,500. That makes it around $20,000 less than the Porsche Macan EV and less expensive than the similarly quick X3 M50 six-cylinder model. The iX3 has a class-leading range of between 383 and 434 miles, figures that compete with much more expensive full-size electric SUVs. There isn’t a Tesla SUV that can match the BMW’s range.

Charging is also ahead of the pack, thanks to the iX3’s new 800-volt architecture, which enables charging speeds of up to 400 kW. At a compatible DC fast charger, the battery can be replenished from 10% to 80% in just 21 minutes.

European reviews suggest the iX3 handles sharply and has taken a step up in quality relative to the gas-powered X3. Performance isn’t lacking, with a 4.7-second 0-60 time for the first model to arrive in America. It also has a dramatic new interior with the Panoramic iDrive, including a new touchscreen and a full-width display below the windshield. We found the latter display to be crystal clear when we sat inside the iX3.

Early iX3 sales have been strong in other markets, and we expect it to be just as popular in North America. If our driving impressions match the rest of the package, this will be one of the electric SUVs to beat.

iX3 Pros

• Class-leading charging
• Maximum range outclasses key rivals
• Reasonable starting price
• Ample performance
• Fresh new look for BMW

iX3 Cons

• We haven’t driven it yet
• Options drive up the price quickly
• Initially offered only in one trim

iX3 Ratings

• Range: 5/5
• Charging Ease: 4.5/5
• Value: 4/5

Who’s It For?

EV fans looking for more space than a sedan provides and all the luxury trimmings will appreciate the new iX3. It’s also a great option for any EV buyer worried about range anxiety, thanks to the BMW’s combination of long range and fast charging.

Recommended Trim

Initially, only the dual-motor, all-wheel-drive iX3 50 xDrive will be available. We expect a cheaper model and a high-performance version to arrive sometime in 2027.

Related: I Didn’t Like the New BMW iX3 Until I Saw It in Person

Runner-up 2: Chevrolet Bolt

Not every EV needs to drive itself or blow you away when you open the door. The return of the Chevrolet Bolt was a big deal, as the U.S. market has a dearth of truly affordable electric cars. This one starts at just $27,600 for 2027, which gets you a 210-hp single motor and 262-mile range. It can charge at up to 150 kW, but the battery isn’t huge, so you can replenish it from 10% to 80% in a reasonable 25 minutes. That’s far better than the old Bolt.

Even though it doesn’t have outrageous outputs, we still found the new Bolt to be pleasingly responsive for everyday driving. The light steering and more comfort-oriented suspension tuning are appropriate for a vehicle of this kind, but it’s not an engaging car to drive. 

In the cabin, you can tell it’s a budget EV by the choice of materials, but there are refreshingly few gimmicks. Passenger space is good and there are sensibly-sized buttons to complement the touchscreen. Speaking of screens, the dual displays give the interior a noticeable lift, but we missed the availability of Apple CarPlay and Android Auto. 

The Bolt isn’t the best EV on sale by any means, but when viewed through the lens of that ultra-low price, it becomes very easy to recommend. 

Bolt Pros

• One of the cheapest new EVs on sale
• Quick enough for the daily commute
• Much-improved charging performance
• User-friendly and spacious interior

Bolt Cons

• Not particularly fun to drive or look at
• Range might be too short for some

Bolt Ratings

• Range: 3.5/5
• Charging Ease: 4/5
• Value: 5/5

Who’s It For?

Students or first-time EV converts on a budget should find the Bolt easy to acclimatize to. It could also work well as a second household car for small families who want to save on quick trips around town.

Recommended Trim

The Bolt makes the most sense at its base price, so we’d recommend the LT trim. This model is available with some welcome extras, such as the $995 Comfort Package with a power driver’s seat and heated front seats. Adding that will still keep the total cost below the crucial $30,000 mark.

Related: I Drove The 2027 Chevrolet Bolt RS: Here’s My Honest Review Of Chevy’s Affordable EV Comeback

Honorable Mentions

Tesla Model Y

The Model Y has been the best-selling electric vehicle in the U.S. for years now. It adds to the Model 3’s strengths with a much more spacious passenger compartment and trunk. Pricing still starts at just below $40,000, and you can get the Performance model if you want to blast your way to 60 in 3.3 seconds. Quality has improved in recent years and it has up to 357 miles of range. There’s also a new Model Y L, which offers a longer body and more comfortable seating for six.

Lucid Air

It’s not cheap, but the Lucid Air is a brilliant electric sedan. It starts at $70,900 for the Air Pure, which has 430 hp and a 420-mile range. The ballistic Air Sapphire has 1,234 hp and is one of the quickest cars in the world, with a 0-60 time of 1.89 seconds. Regardless of the model you choose, all Airs have a long driving range, rapid acceleration, and a classy design. We called the Air Touring the “most accomplished electric sedan” in its price range, and that says it all. If you can afford it, it’s an accomplished EV that can also be used for longer trips.

Related: 2025 Lucid Air Touring Review: The Closest Thing to EV Perfection

Nissan Leaf

Like the Chevrolet Bolt, the Nissan Leaf answers the need for more attainable EVs. It starts at just under $30,000 for 2026, so is a bit pricier than the Bolt. But some may prefer the Nissan’s more expressive design. The range varies between 259 and 303 miles, and all models have a single electric motor with 214 hp. Nissan planned to introduce a cheaper variant, but that model has since been canceled. This is a cheerful starter EV with up-to-date tech. 

Toyota C-HR

At precisely the time that many automakers have pulled back on their EV plans, Toyota’s lineup of electric models has flourished. The smallest EV it currently sells is the C-HR, which boasts sportier looks and performance than one might expect from a tiny Toyota. With dual motors, it produces 338 hp and gets to 60 in under five seconds, which represents Tesla-like pace off the mark. Charging speeds are competitive, although the range misses the magic 300-mile mark, but not by much; it can get 287 miles on 18-inch wheels. It’s more expensive than the larger bZ—the C-HR starts at $37,000 for 2026—but the C-HR also manages to show off Toyota’s often hidden fun side.

Rivian R2

The Rivian R2 may move even higher up in the ranks as we spend more time with it. It will also be even more appealing once the Standard variant arrives, which will start at $44,990. The Performance version arrives first and starts at $57,990. This is the one we drove, and it impressed us with rapid acceleration, decent off-roading capabilities, and a rugged yet refined interior with some new—and very welcome—physical controls. This also looks and feels like the adventure SUV so many people can’t get enough of, which could be its main edge over the Model Y.

Related: I Drove The 2027 Rivian R2 Performance On- And Off-Road: Here’s My Honest Review Of Rivian’s Most Important SUV Yet

Conclusion

From under $30,000 to deep into six figures, there’s an EV for almost every budget in the United States. Barriers like charging difficulties, range anxiety, and much higher pricing still exist, but they’re less prominent than before. The EVs on our list should seamlessly complement the lifestyles of many buyers. Despite fresh competition, the Tesla Model 3 and Model Y still outsell everything else, and the Model 3 particularly is hard to beat at under $40,000. It covers all the bases that matter to EV buyers, so is our choice as the best new electric car you can buy for 2027.

What It Means For Drivers

From a report cited by Reuters, we know that the architecture is the electronic backbone behind a car’s software, including over-the-air updates. The main draw is price. Schäfer’s team reportedly estimates savings of about $4.5 billion to $5.5 billion on the most important segment, and development hours in China cost about a quarter as much as at the Rivian joint venture in Palo Alto. The next electric Tiguan could cost roughly $9,000 less to develop. Whether that reaches the sticker is unknown. VW has been fighting to hold its ground against cheaper Chinese rivals, so cost is the obvious motivation.

Not Really “Chinese” Software

VW and Xpeng began working together in 2023, when VW invested $700 million in the Chinese EV maker, and the architecture was built for China first. According to the report, VW holds the intellectual property rights, so this isn’t a ready-made purchase from a supplier. Reports say the system is already used in production vehicles in China.

The plan would reportedly replace the separate technology VW has developed with Rivian for Western markets, a $5.8 billion partnership central to CEO Oliver Blume’s software strategy. Rivian’s supporters worry that reduced use could affect cost-sharing, and some inside VW doubt that adapting the system to European rules will be simple or cheap. Questions about data and security weren’t addressed in either report.

What To Watch

The first Rivian-based car is expected to be the entry-level electric hatchback due in 2027, based on the ID. Every1. Whether or not it keeps that software is a good early sign for things to come. Porsche has also been leaning on China to solve problems at home, so VW isn’t the only German name looking east.

Over the past year, Toyota’s been busy filing patents for all sorts of clever ways to cram hybrid and EV bits into their cars. Some of these ideas were about squeezing out more space, others about shaking up how powertrains fit into the overall design. Now, it seems Toyota is finally ready to show its hand, rolling out a next-gen hybrid system packed with some genuinely interesting twists.

Toyota wants its BEVs, PHEVs, and regular hybrids all riding on the same basic bones. Rather than building a different platform for every powertrain, the plan is to create a flexible foundation that can handle whatever electrification flavor you want, without watering down what makes each one tick.

This is all part of Toyota’s so-called multi-pathway approach. Basically, they know not every market has the same needs, wallets, or charging plugs. A shared platform also means Toyota can keep a tighter grip on development and production costs.

A New 1.5-Liter Engine Designed for Electrification

The star of the show is a brand-new 1.5-liter four-cylinder, which comes in both naturally aspirated and turbo flavors. Instead of just slapping hybrid bits onto an old engine, Toyota built this one from scratch, designing it hand-in-hand with the hybrid system and all the power electronics.

The naturally aspirated version is set to replace what Toyota’s 1.8-liter and current 1.5-liter three-cylinder engines do now. If you want a bit more punch, there’s a turbocharged option waiting in the wings.

Toyota’s also matching these engines with lighter, more compact electric motors, power units, and inverters. The secret sauce? Their own silicon carbide power electronics, which should help cut down on wasted juice.

The goal here is a fuel economy bump of over 15%. Toyota says it’ll get there by trimming mechanical friction, keeping things cooler, and squeezing out fewer electrical losses, plus a few other tricks up its sleeve.

Smaller Packaging Could Give Designers More Freedom

But efficiency is just half the story. Toyota claims this new hybrid setup is way smaller than before, which means it can slot right into platforms that were originally meant for EVs.

Why does that matter? Because cramming an engine, electric motor, and all the hybrid hardware into a car usually means designers have to make some tough calls. With this more compact setup, Toyota wants hybrids and plug-in hybrids to share the same basic architecture as EVs, without eating into cabin space, messing with the car’s shape, or sacrificing capability.

There’s also good news for anyone who cares about how a car looks. With a lower-profile engine and hybrid package, Toyota says designers can drop the hood height and go for sleeker, more dynamic proportions. Fewer mechanical headaches mean more freedom to get creative with future models.

What Happens Next for Toyota’s Hybrid Strategy?

Don’t expect to see this new hybrid system in showrooms just yet. Toyota hasn’t named any specific models or given a launch date, though reports suggest the next Corolla could be one of the first to get it. For now, they’re just laying out the tech and hinting at how it’ll fit into their future plans.

The shared platform should also let Toyota spread out its engineering and manufacturing costs across hybrids, plug-in hybrids, and EVs. Factories can tweak the mix of powertrains on the fly as demand shifts.

Toyota also intends to develop the system for renewable and carbon-neutral fuels while expanding external sales of its engine and hybrid technologies in the coming years. The announcement does not establish when those plans will translate into showroom models, but it offers a clearer look at how Toyota intends to keep improving hybrids alongside battery-electric vehicles.

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Every EV That’s Dead By 2027

Alphabetically, this is every single dead EV (as of publication) that’ll be gone by the end of next year. I’ve also chosen to highlight some of the more impactful cancelations as well.

• Acura RSX
• BMW i4
• BMW iX
• Chevrolet Bolt
• Chevrolet BrightDrop
• Honda 0 Series Sedan and SUV
• Honda Prologue
• Hyundai Ioniq 6
• Hyundai Kona EV
• Kia EV6 GT
• Kia Niro EV
• Lamborghini Lanzador
• Polestar 3 / 4
• Sony Afeela
• Tesla Model S
• Tesla Model X
• Volkswagen ID.4
• Volvo EX30
• Volvo EX40

BMW iX

The BMW iX’s cancelation is an effective replacement, with a new BMW iX3 stepping in to fill the role in the US. It’s the first in the brand’s new line of Neue Klasse EVs, which represent a demonstrable step up in efficiency and battery technology for the brand. We shouldn’t be mourning the iX so much as we should be excited for a better, more efficient electric SUV. The SUV first went on sale in 2022.

Chevrolet Bolt

The Chevrolet Bolt is, however, a case for mourning. The Bolt is a cheap, practical EV that Chevy only brought back because buyers practically put a gun to its head over it. This revived model will stick around until next year, but it won’t even see the next winter. The plan is to bring the Buick Envision crossover, currently made in China, to the US. Basically, this Envision is part of the brutal math of the business. Tariffed heavily, the presumably more profitable gas-powered Envision will be built here rather than the affordable EV to keep GM’s margins looking healthy.

Honda 0 Series

The Honda 0 Series was still born. The pair, a sedan and an SUV, were killed before they even made it to the production line. The brand’s pivot came as it realized Americans weren’t going to take to EVs at the rate it desired. Honda pulled the plug, saying that the “current business environment” would have effectively meant building the SUVs at a loss. Like the above Bolt, the decision simply came down to money.

Polestar (The Brand)

There is nothing that better exemplifies the current state of electric vehicle politicking in the US than Polestar. The Swedish brand is owned by Geely, which is a Chinese company. The Chinese products, always in the news cycle, have been flagged as a national security concern or a great example of protectionist trade policy, depending on what news outlet you’re currently watching.

The latter way of thinking prevailed, and the US Department of Commerce ultimately decided not to authorize Polestar sales in the US. The brand, for its part, opted not to fight it largely owing to its own slow sales here and growing market share elsewhere, bringing an end to the entire brand.

Chinese automakers have sometimes drawn criticism for mimicking established car designs. The formula can work because buyers get a familiar-looking vehicle, but usually without the premium price tag. One upcoming model, however, may be more than just a copycat, as it will reportedly feature a solid-state battery and a price tag of around 2 million yuan (about $300,000).

The model in question is a luxury sedan from Yangwang called the Altior. Yangwang is BYD’s ultra-luxury division, similar to the relationship between Lexus and Toyota, helping explain its expected eye-watering price tag. Given its design elements, the Altior draws similarities to the Rolls-Royce Ghost, from its traditional three-box sedan shape to its coach doors.

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A Flagship Full of Possibilities

One reason this upcoming model may be worth following is its flagship status, meaning it could showcase Yangwang’s best technologies. The full specs haven’t been disclosed yet, but if the Yangwang U7, another full-size luxury electric sedan, already makes 1,287 horsepower, then the Altior could offer similar output.

Another noteworthy feature is the rumored use of a solid-state battery, given that this technology promises higher energy density, faster charging, and improved safety compared to conventional lithium-ion batteries used in most modern EVs. Even Toyota, the world’s best-selling automaker, isn’t expected to introduce its first solid-state battery EVs until 2027 or 2028. One of the biggest downsides is manufacturing cost, but for a vehicle expected to be in the same price range as the Mercedes-Maybach S 680, it may not be a huge concern.

The Altior may take design cues from the Rolls-Royce Ghost, but one thing Yangwang couldn’t deliver, at least in the near term, is Rolls-Royce’s decades of prestige, craftsmanship, customization, and brand recognition. That’s not to belittle Yangwang in any way. After all, the Chinese marque once held the record for the fastest production EV at the Nürburgring in Germany with the U9 Xtreme, until the Porsche Taycan Turbo GT with Manthey Kit finished about four seconds faster, clocking 6:55.533 earlier this year.

Chasing the Spirit of Ecstasy

Reports suggest that the Yangwang Altior will debut in Dubai on November 5. The location suggests that BYD wants to establish Yangwang as a globally recognized luxury brand rather than one aimed exclusively at Chinese buyers.

But despite the global push, the U.S. continues to keep its doors largely closed to Chinese automakers over concerns about national security and protecting domestic manufacturing. Americans will have to watch from the other side of the world to see whether the Altior can shake up the luxury EV segment, much like affordable Chinese EVs have been doing in the broader market.

Ford is following through on its promise to offer a sub-$30,000 electric pickup truck with the Fathom. It promises the utility of a truck running solely on electricity without breaking the bank amid a more challenging EV market in the U.S. But aside from affordability at the dealership, the Blue Oval brand wants the Fathom to help owners save on electricity bills through bidirectional charging.

What sets the Fathom’s bidirectional charging apart is that the EV truck comes with a built-in inverter, something the now-discontinued F-150 Lightning didn’t have, requiring an external inverter system instead. The inverter converts DC power from the high-voltage battery into AC power used in homes. Ford also expects about 50% cheaper home chargers and at least 60% cheaper home backup hardware compared to its first-generation systems, lowering the barrier to entry for bidirectional charging.

Keeping the Lights On

Ford hasn’t disclosed specific electricity bill savings for the Fathom yet. For reference, the F-150 Lightning required $5,205 in hardware costs for the Ford Charge Station Pro and Home Integration System, excluding installation. The automaker also hasn’t released the Fathom’s full specifications, though its bidirectional charging system is projected to deliver more than 10 kW of power.

Bidirectional charging can work in two primary ways: home power management and home backup power. Home power management allows the system to use energy from the truck during peak hours when electricity costs are higher, and recharge the truck when electricity costs are lower. Meanwhile, home backup power can automatically power homes during an outage, serving as a cleaner and quieter alternative to traditional gas or diesel generators.

A Cheaper Ticket to Home Backup

But right now, Ford still has to work with utility companies to make bidirectional charging more accessible. The automaker formed a working group with five utilities in July 2026 to simplify the approval process, particularly by distinguishing between owners who use their trucks solely for isolated home backup power and those who operate bidirectional systems while connected to the grid. With more than 3,000 utilities operating across the U.S. and Canada, each with different requirements, widespread adoption could still face regulatory hurdles.

Still, the proposition of an affordable truck offering more affordable bidirectional charging could be something to look forward to. The 2027 Chevrolet Bolt, which also has a starting price under $30,000, supports vehicle-to-home (V2H) bidirectional charging but requires a separate inverter at home. The Tesla Cybertruck is another EV with a built-in inverter, but it doesn’t offer the same affordability, with a starting price of $74,990.

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One of the best perks of EVs? Automakers can play Tetris with all the hardware underneath. Forget the old days of squeezing in a bulky engine and transmission – electric cars let you shuffle things around and make the most of every inch.

This flexibility is important for electric sports cars. Many people like the look of a low hood, but fitting motors, electronics, and cooling parts into a small front end can make it difficult to keep that classic shape.

Toyota thinks it has a fix. A recent Japanese patent application shows off a clever way to squeeze everything in and drop the nose for those sportier proportions.

Toyota’s Trick Is in the Component Layout

Patent JP 2026-171370 A, first spotted by CarMoses, isn’t about reinventing the electric powertrain. Instead, it’s all about where you stick the front drive units, electrical gear, and the air-conditioning condenser.

According to the patent, Toyota’s trick is to line up the electric motor, reduction gearbox, and driveshaft along a single axis. This makes the whole drive unit shorter and squatter, though it does get a bit wider. But here’s the payoff: a lower drive unit means more space to drop the front end.

Toyota doesn’t stop there. They tilt the air-conditioning condenser forward, making use of the space in front of the drive unit. Normally, this part chills the refrigerant and hangs out behind the grille, catching fresh air.

Instead of standing the condenser straight up, Toyota angles it so the top juts forward. That way, the condenser’s top edge can sit lower than the stack of electrical gear above the drive unit. The patent mentions things like a DC-DC converter and onboard charger, but there are other possible setups too.

Put it all together, and you get a front end that doesn’t need as much vertical space for hardware, but still lets the condenser breathe.

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Could This Lead to a Lower-Nosed Toyota Sports Car?

The upshot? Designers get more room to sculpt a lower hood and give future electric coupes or performance cars the kind of sleek silhouette that turns heads.

Of course, the patent doesn’t name any specific model, and there’s no sign Toyota is actually building this into a real car yet. It’s just an engineering idea for now, but maybe something we can look forward to after the electric Lexus LFA arrives to the market.

Like most patents, this one might never see the light of day. Automakers love to lock down clever ideas just in case, even if they never make it to the showroom. So don’t hold your breath – but it’s fun to imagine what could be coming.

Scout Motors hasn’t even sold a single car yet, and it’s still at odds with the ‘volks’ that can sell them ‘wagens.’ Under the startup’s business model, the Volkswagen-backed brand is planning to go directly to consumers, but it’s encountered stiff resistance because of certain laws that prevent automakers from doing so.

Chief Judge Cynthia Bashant of the U.S. District Court for the Southern District of California has denied both Volkswagen Group of America and Scout Motors the motion to dismiss a California New Car Dealers Association lawsuit that’s against the startup’s direct-to-consumer plans.

Dealer Franchises Are Not Happy

Scout Motors’ legal team seems to be working overtime, serving suits to protect its interests and standing its ground in court at the same time. Because the brand wants to sell straight to the end consumers, franchised dealers under the Volkswagen Group of America are strongly opposed to this, so much so that some dealers have even banded together in order to assert the franchise laws that protect them.

The California New Car Dealers Association filed the suit in April 2025, stating that Scout is wholly owned by the Volkswagen Group of America, and the association claims that the company cannot use a subsidiary to sell cars, even if it is under a different brand. Additionally, the association also “plausibly” alleges that the Volkswagen Group of America violated California’s Unfair Competition Law through Scout Motors.

Under an amendment to the state’s franchise law, which took effect on January 1, 2024, the association claims that the direct-to-consumer model that Scout is planning to employ violates the amended state law. Specifically, that state law requires affiliated brands to use franchised dealers to sell and service vehicles, according to the suit. The other allegation that the association is holding against VW and Scout is that VW is circumventing California law by positioning Scout as a different brand altogether and competing with its own existing franchisees.

California is only one state that has filed a suit against Volkswagen of America for the Scout brand. Even in Florida, Scout fought existing franchises because of its direct-to-consumer business model.

Motion Denied… Twice

This development was reported by Automotive News. Scout Motors moved to dismiss the case once before, but it was eventually denied. Now the same situation is playing out. During the first denial, the Volkswagen Group of America raised several arguments, but the case continued anyway. Now, another motion to dismiss was denied once again, and the case will proceed with more discovery.

“The court told Volkswagen and Scout essentially what it told them in March, said Anthony Bento, the California New Car Dealers Association chief legal officer. “They raised arguments that were available to them the first time around, and the court declined to dismiss the case – now twice. Our claims stand, and we continue with discovery in the case.”

As usual, Scout Motors and Volkswagen Group of America declined to comment.

The temps are part of it, sure, but there are other, much more science-y reasons that your EV loses range in the cold. In fact, the battery chemistry itself is affected, and heating you up while warming the battery takes a toll.

Why Cold Temperatures Ruin EV Range

As succinctly as possible, the reason your EV loses range in the cold is that the chemical reaction that makes the battery produce electricity becomes less efficient the lower the temperature is.

Today’s lithium-ion batteries move ions through an electrolyte. When an EV’s battery goes cold, that process is now much more difficult, requiring more energy to occur. In effect, that means the battery can also deliver less energy. US Department of Energy research discovered that range could fall by a massive 41 percent in some situations, provided temps dipped below 20 degrees Fahrenheight.

The same inefficiencies in this chemical reaction are also why EVs drive and deliver power differently after being parked outdoors overnight than after you’ve been driving it for a while. Just like a gas engine, the battery needs to warm up. Now, this is very important. Because of that, most range lost in cold temperatures is only temporary. Once the battery heats up, its efficiency, and therefore range, normalizes.

Your Mortal Coil Also Saps EV Range In The Cold

You’ve probably noticed that you are also cold when it’s cold outside. Hardly a revelation, but the first thing many of us do when getting into a cold car is to crank up the heat. That’s also killing range in the cold. Gas cars get to use their waste heat to help heat the cabin, but EVs don’t. So, they’ve got to work harder to get you warm, making them less efficient as they struggle to heat the cabin and warm the battery cells. The colder it is outside, the harder an EV has to work to keep the cabin warm.

Once again, the Department of Energy’s research shows that HVAC use in the cold consumes much more range than when temps are more civil. The power required to make the cabin comfortable rises as outside temperatures swing to extremes – whether hot or cold.

Is There A Fix For Poor Cold Weather EV Range?

One potential aid is a heat pump/ Rather than using the electrical resistance generated by the battery to create heat, a pump transfers thermal energy to the cabin, which helps heat the cabin more efficiently. That crutch helps make the whole warming process more efficient, thereby allowing your vehicle to recover some range as it heats up.

Another solution is battery preconditioning. Before driving, some EVs allow owners to heat the battery before departure, which requires less energy than simultaneously warming the cabin. Again, this helps negate the penalty from cold temperatures, attacking the problem from the other angle. Finally, owners can try to limit short trips without using one of these methods, as the car won’t have time to properly warm up before you get where you’re going.

At the 2020 Battery Day, Elon Musk took the stage and announced that the EV maker would move away from 2170 cells to 4680 cells. These new and “improved” batteries eventually made their way into the packs of 2023 Tesla Model Ys and later the Cybertruck.

It looked promising, with Musk touting that the 4680 form factor (46mm in diameter and 80mm tall) would deliver up to five times the capacity of a 2170 cell and up to six times the power. In addition to the larger size, Tesla also considered improving its chemistry, with a high-nickel cathode and a silicon anode.

However, once the 4680s left the production line and reached consumers, as with the 2023 Model Y AWD, Tesla owners were disappointed: the battery delivered poor charging performance, and Tesla canceled the 4680 version of the Model Y entirely.

Strike Two: Cybertruck and Cyber Cells

After the Model Y, the Tesla Cybertruck was slated to receive the new 4680s in its battery pack. When Tesla announced the Cybertruck, the crowd was disappointed to learn the electric pickup would use revised versions of the 4680 cells, dubbed Cybercells. Tesla said this second outing had 10% higher energy density, but was about on par with the 2170 cells that it replaced.

On top of the only modest bump in energy density, customers also complained that charging performance was still subpar, with charging times stretching beyond 30 minutes from 10% to 80% state of charge. Tesla did try to rectify the issue with a software update and roll out its 800-volt charging standard, but that did little to improve the Cybertruck’s reputation at the plug.

Strike Three?: Roadster

After the October 15 launch of the Tesla Roadster this year, sources learned it uses 4680 cells. Of course, most people’s eyes were glued to the stunt demo with the thrusters, but hardcore Tesla fans were wincing at the fact that Tesla’s still trying to make its 4680 work after all this time.

In an interview with Hagerty, Tesla’s chief of engineering, Lars Moraby, said the Roadster uses “special cells” with special chemistry. That, in turn, will improve charging performance over the Cybertruck. The Roadster’s 4680 cells use aluminum instead of steel to house the cells, improving heat dissipation and theoretically improving charging performance.

The main reason charging performance on the Cybertruck and Model Y was so poor was subpar thermal management. The Roadster will use double-sided cooling jackets and cool each 4680 cell individually. Improving the cooling system improves not only charging performance, but also real-world performance. Moraby said that Tesla Roadster owners will be able to push the car on track for about 20 minutes at a time, with a 10% to 80% charge happening in just 10 minutes.

For now, that is all claims and yet-to-be-delivered promises. Tesla has also yet to deliver the Roadster to consumers, even asking for a hefty sum from interested clients who want to reserve one right now. Early adopters might think the brand has finally fixed its 4680 format once and for all, but I think the rest of us should wait until Tesla actually delivers the Roadster after all these years.

2027 Kia EV6 Gets No Updates After 2026 Refresh

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The Kia EV6’s lack of evolution for 2027 is not a surprise because the previous model year underwent multiple convenience and style refinements, including the addition of plug & charge and the deletion of the Tech Package on the EV6 Light Long Range model. The EV6 also gained Wolf Gray and Glacier White Pearl exterior colors and a two-tone Saturn Black/Mild Toffee Brown interior scheme, deleting Ivory Silver for the bodywork and Hunter Green/Misty Gray inside. Around the middle of the year, Kia also added the option of a black roof to its new white and gray hues. 2025 also saw a significant styling, driving range, and infotainment processing speed update, along with a built-in NACS charge port and new door handles, so there’s no need to update the EV6 for a while.

As before, rear-wheel-drive models have a single rear motor, while AWD models add a motor to the front axle. The Light gets a 63kWh battery (delivering 237 miles of range), while the Long Range, Wind, and GT-Line variants use an 84kWh battery, with differing power figures for the latter depending on whether it’s a rear-drive (up to 319 miles of range) or AWD version (up to 295 miles of range). The base EV6 makes 167 horsepower and 258 lb-ft, while the Long Range version with RWD makes 225 hp and 258 lb-ft, and the AWD model delivers 320 hp and 446 lb-ft. Those figures remain the same across all trims, so the base EV6 does 0-60 mph in 8.3 seconds, higher RWD trims take 7.3 seconds, and dual-motor models take 5.0 seconds. AWD models also increase top speed from 115 mph to 117 mph.

Autoblog’s Take

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The Kia EV6 shares its underpinnings and tech with the Hyundai Ioniq 5, but they’re hardly on an even keel in the sales race, with the Ioniq 5 selling over five times as many examples this year. Therefore, Kia can’t really afford to ask more for the 2027 EV6, and dealers will likely be keen to move old inventory. With no changes for the new year, the prudent choice is to look for a lightly used 2026 model at a discount, but it’s also perfectly reasonable to buy new and take advantage of the full warranty coverage, which includes a basic limited warranty for five years/60,000 miles and coverage for the EV system and battery for the first 10 years/100,000 miles.

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In fact, there are plenty of places that aren’t a “bad” place to own an EV, either because of charging infrastructure, incentives, or both.

The Top 10 Places To Own An EV In 2026

The top states for EV ownership aren’t necessarily the fastest-growing. Based on EV registrations, the share of ownership versus gas cars, policy, and charging infrastructure, the ten most EV-friendly states are as follows, according to data from Yardi Matrix:

1. California
2. Washinton
3. Colorado
4. Oregon
5. Utah
6. Nevada
7. Maryland
8. Hawaii
9. Vermont
10. Massachusetts

The Fastest-Growing State For EV Ownership Isn’t A Blue State

EVs are a heavily politicized issue in the US. Oklahoma, typically a “red” state, is bucking that trend. As of June, 2026, Oklahoma is the number one state in the US for EV growth. Oklahoma, though, doesn’t have a lot of the trappings that typically EV-friendly states like California have.

That means it does not have any real policy to direct drivers towards new or used EV purchases. It does offer incentives, but they could best be described as “minimal.” Some infrastructure does benefit from a grant program, which awards “competitive grants for up to 80% of eligible project costs” for fast chargers and level 2 chargers. Public EV chargers with less than 50 kilowatts of charging capacity are also exempt from a $0.03 per kilowatt-hour tax on electricity. Owners are also offered a tax credit of up to $5,500 for EVs under 6,000 pounds and up to $9,000 for EVs between 6,000 and 10,000 pounds.

Compared to other states, these aren’t exactly competitive incentives. However, cheap electricity and high multi-car household rates are contributing factors. Other factors have emerged for Oklahoma residents and buyers across the US. High fuel prices have led to more EV purchases in recent months, likely a temporary spike. But Cox Automotive data shows that second-quarter 2026 EV sales are up 13.9% compared to the first quarter. On a larger scale, EV ownership is still growing in the US, even if not as steadily as other markets like Europe and China.

Other states where EV adoption has exploded include Montana (487% EV registration growth over five years), Arkansas (454%), New Jersey (422%), and Nevada (420%).

Tesla originally envisioned producing around 250,000 Cybertrucks annually, but the electric pickup has fallen well short of that target. To be fair, though, EV demand has been underwhelming in the U.S., especially since the Trump administration ended the $7,500 federal EV tax credit in September 2025.

But apparently, the U.S. isn’t the only market where the Cybertruck is feeling the heat. Over in the Land Down Under, Tesla has canceled plans to produce the electric pickup for Australia and New Zealand. This means the company won’t be rolling out a right-hand-drive version anytime soon, which could limit the nameplate’s reach in other RHD markets.

A Long Wait With No Delivery

In an email sent to reservation holders, Tesla wrote, “After careful consideration, plans to produce Cybertruck for Australia and New Zealand have been discontinued. As a result, we’re unable to fulfil your reservation, and it will be cancelled.” This came nearly seven years after prospective buyers placed their deposits, back when it seemed the Cybertruck would play a significant role in the EV landscape.

But now, the Cybertruck’s future is uncertain. In addition to the canceled expansion, Tesla has adjusted the pickup’s pricing several times, suggesting it’s struggling to find the right balance between affordability and demand. There are also shifting priorities, with the EV maker increasingly emphasizing the Cybercab and Optimus. The latter is a humanoid robot planned to roll off the Fremont assembly line, which the company is freeing up by discontinuing the Model S and Model X.

More importantly, sales have been underwhelming. Cox Automotive estimates that Tesla sold 4,323 Cybertrucks in the U.S. in Q3 2026, a modest figure considering the pickup once attracted more than one million reservations. It was, however, the best-selling electric pickup, ahead of rivals like the Rivian R1T, but still far behind the company’s best-selling vehicle, the Model Y, which sold nearly 100,000 units.

The Writing on the Stainless-Steel Wall?

As always, only time will tell. But from what’s happening right now, the Cybertruck’s future looks increasingly uncertain, especially in the full-size electric pickup segment, where Ford ended production of the all-electric F-150 Lightning, while Ram canceled plans for its battery-electric 1500 in favor of a range-extended version.

Tesla has yet to announce plans to discontinue the Cybertruck or introduce a successor. One of the latest hints about its direction came during the company’s January 28, 2026, earnings call, when Elon Musk discussed transitioning the Cybertruck production line toward fully autonomous vehicles, potentially used for local cargo deliveries within cities.

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If you said BMW i3 a few years ago, people would either tell you about the odd little hatchback that was the brand’s first baby step into mass electrification. You might also get folks saying the electric version of the outgoing 3 Series in China. Of course, there may be blank stares, followed by “what’s an i3?”

The i3 is back (although it never left China) as the car that should help Munich take its electrification efforts to greater heights. It’s almost as if memories of the electric/range extended EV are being wiped away, with not a whole lot of people remembering it.

Meanwhile, in America

The i3 hatchback wasn’t a big hit in America, or pretty much everywhere else. The initial electric version didn’t have much in the way of range, and the later range-extended model was too little too late. Still, there’s a small but dedicated group of people who swear by it and keep its memory alive.

Then, there are folks who want to do something different with it. That was the case for YouTuber Michael Pick. You might think an i3 build would mean dropping the suspension, adding nice wheels, and maybe a non-factory paint job. But Pick totally transformed the little car into something completely different.

The i3…Pickup?

Pick had a bit of a dilemma, as he wanted a small electric pickup to combat the high fuel prices. An old V6 Ranger at current gas prices doesn’t help either, which only makes him more inclined to go electric. One might say, get a Slate pickup and get on with it, but it’s not widely available yet.

But instead of just waiting for the Slate truck, Pick decided to build a small EV pickup himself, with an i3 hatchback being the unwitting donor to this little project. More specifically, it’s the range-extended version, so it can actually go far on a charge. Armed with a circular saw, hacksaws, and $10,000, Pick got to work on turning the i3 into a small truck.

It was a bit of a challenge, especially given that the i3’s body is carbon fiber. That said, the car’s platform is a body-on-frame of sorts, so it still has some stiffness. It’s been caged (sort of), so that might help. Questions about rigidity aside, it’s a unique and interesting build that’s all for under $10,000, car included. As one comment pointed out, it’s an amazing use of free will.

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Kia’s Canadian Lineup

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According to Kia Canada COO Elias El-Achhab, speaking to Automotive News, the move was “just a bonus” when Ottawa cut its tariff on Chinese-built EVs from 100 percent to 6.1 percent, capped at 49,000 vehicles in the first year. His plan is to be “the first affordable EV brand in the country,” winning on what he calls a “value equation” that pairs a low price with the features buyers want.

Kia launched the EV3 in August at CAD $39,744, about $27,800 at recent exchange rates, and called it the lowest-priced EV on the market. That claim is already under pressure, because a Shanghai-built Tesla Model 3 now starts at approximately CAD $40,000. Kia also sells the EV4 from CAD $38,995 (about $27,300) and the EV5 midsize SUV from CAD $43,495 (about $30,500). El-Achhab says about 90 percent of EV buyers stay with EVs and that EV3 and EV5 orders are already backed up.

The American Version

U.S. shoppers have a thinner menu. Kia has delayed the EV4 for the United States indefinitely and has no plans to sell the EV5 here. The 2027 EV3 starts at $29,890, and the range runs from 221 miles in the base trim to up to 321 miles with the larger 81.4-kWh battery. It also has a built-in NACS port for Tesla Superchargers. That makes it one of the cheapest EVs on sale in America, but it faces none of the Chinese rivals heading to Canada, and Americans still can’t buy those cars.

What We Don’t Know

We aren’t yet sure about exactly which Chinese models will come to Canada or what they will cost. BYD has started compliance work for two passenger cars and plans six dealerships, per reports. Until prices land, Kia’s confidence is a bet that buyers will pay for brand and support, not just the lowest number on the sticker.

Partnerships between major carmakers are becoming the norm, with an ever-evolving industry and never-ending competition. This has forced the established automakers to rethink their business models and strategies, leading them not away but into each other’s arms.

BMW and Rimac are two very successful companies in their own right; this year, they decided to band together, and it seems more cars forged from this partnership are on their way.

The More The Merrier

The partnership between the two brands is set to expand beyond the already announced 2027 BMW i7. Rimac founder Mate Rimac told Automotive News that two more models are in the partnership.

“There are two more cars in the pipeline that we are doing, but I can’t provide additional details yet,” Rimac told the publication.

The i7 is the first car to feature Rimac technology, and it shows the Croatian automaker’s ability to meet BMW’s strict standards for cost, quality, production capacity, and performance. At this point, we can only speculate that BMW’s Neue Klasse cars are the prime candidates for Rimac’s EV technology.

Multi-Year Audition

Rimac, being the outspoken person he is, admitted that it took time to win over the BMW partnership. He said it took them 3 years of development work, and as with anything in the automotive industry, many suppliers, along with Rimac, were bidding for the spot. To stand out, Rimac made a bold move before securing the contract from BMW.

When brand representatives visited the Rimac campus, he showed them where their production line would be. He bet on building the facility to meet BMW’s production requirements even before securing the contract, showing his and the brand’s commitment to the partnership. As a fun fact, this partnership marks a full-circle moment for Rimac, whose first EV project was converting an old E30 into a full EV.

Under the current partnership, Rimac helped BMW integrate cylindrical battery cells into the i7 for the mid-cycle facelift. This achievement pairs the Gen6 technology with a Gen5 module design, delivering a 20% increase in battery energy density. In effect, the reworked technology with Rimac gives the updated i7 an additional 75 miles for a new total of over 452 miles. As a fun fact, this partnership marks a full-circle moment for Rimac.

These new models seem to be a big success so far as Volkswagen Group has received almost 150,000 orders for its Electric Urban Car Family, which also includes the Cupra Raval and Skoda Epiq, all of which are based on the MEB+ platform.

VW’s $22,500 EV May Be Named ID. Up

But there’s still room below these models—the ID. Polo starts at €25,000 ($28,000) and the ID. Cross starts at €28,000 ($31,400)—and Volkswagen knows it. That’s why a more affordable model is in the works, and it’s coming in a few months in Europe.

We’re talking about the production version of the ID. Every1 concept city car, which is expected to have a base price of €20,000 (the equivalent of around $22,500 at the current exchange rate).

The new EV was initially expected to adopt the ID.1 badge, but it looks like Volkswagen has had a change of heart and will go for the ID.Up name instead. According to Electrifying, Volkswagen brand boss Thomas Schäfer has confirmed that the production version of the ID. Every1 concept “will not be called the VW ID.1 or VW ID. Every1.”

While he stopped short of confirming the car’s actual name, he would neither confirm nor deny when Electrifying suggested that it might be called the VW ID. Up. Naming the electric city car like this would be consistent with Volkswagen’s recent electric models that received names derived from established ICE models, such as the ID. Polo and ID. Tiguan. The ID. Up name would also establish it as a successor to the e-Up! electric city car.

ID. Up to Bridge the Gap Between the Old e-Up! and New ID. Polo

Schäfer recently said the ID. Every1 coming next year is “the last piece of the puzzle” as the automaker will then offer broad model lineup in the volume segment.

The new ID. Up will help Volkswagen fend off fierce competition from Chinese automakers, which have taken the European market by storm, achieving almost 15% market share in September. It will also enable VW to compete with electric city cars like the Renault Twingo, the new Dacia Spring, and the new BYD Dolphin Surf.

At 153 inches (3,880 mm) long, the ID. Up will bridge the gap between the former e-Up! (142 in) and the new ID. Polo (160 in). Despite its tiny footprint, Volkswagen said the ID. Up would offer space for four passengers and 10.8 cubic feet (305 liters) of cargo space.

A 37-kWh LFP Battery and Rivian Infotainment Software

While the automaker has not revealed any battery details yet, the ID. Up is expected to use the same 37-kilowatt-hour LFP pack as the base ID. Polo and ID. Cross. In the ID. Polo, this battery enables a driving range of up to 207 miles (334 km). For the ID. Up, VW has promised at least 155 miles (250 km) of range and a new 70 kW (94 hp) electric motor expected to enable a top speed of 80 mph (130 km/h).

The new ID. Up will also be the first Volkswagen to feature Rivian software. Schäfer told Electrifying that the infotainment system’s functionality “has been developed with the consumer, to find out what they like, what they need in life, and from that it’s translated into functions. It starts with the customer, and so it makes the whole system easier to use.”

The system is said to have a simplified setup that uses fewer ECUs and less wiring to achieve the same job, saving money and weight while also allowing for better over-the-air software updates.

The new ID. Up will be built in Portugal, at the Palmela plant near Setubal. The site, which is also known as Autoeuropa, currently builds the T-Roc crossover. As with the ID. Polo and ID. Cross, the ID. Up won’t make it to the United States either.

Mitsubishi is almost ready to launch its newest and quickest model to date, the ASX VR-e, an all-electric crossover that will be the quickest-accelerating vehicle in the Japanese brand’s stable in Australia.

The pre-launch details show that Mitsubishi’s planned top-spec GSR trim level for the ASX VR-e will be capable of accelerating from 0 to 62 miles per hour in just 3.9 seconds, making it the fastest-accelerating car in the brand’s modern lineup. It achieves this with a set pair of motors, one in the front and one in the back, effectively making the ASX VR-e all-wheel-drive and giving Mitsubishi license to bring up the (still dead) Evolution heritage.

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No, this is not an Evo Crossover

Fortunately or unfortunately, the Evo hasn’t made a comeback yet, but Mitsubishi knows the company and its fans haven’t forgotten the legendary performance line after all these years. Mitsubishi Motors Australia’s Chief Executive, Shunichi Kihara, said the company will keep its Evo heritage “in some shape or form,” he told Australian automotive media, including Drive.

That “shape or form” will be the ASX VR-e, and Mitsubishi is pulling a few bits of heritage from the past. Before we write this off as Mitsubishi ruining a nostalgic name, this is not a successor to the Lancer Evolution. Instead, the brand is taking a few bits and pieces from its rally-racing archives, plus a few key acronyms and names from its historic nomenclature, to build a story around what will become the highest-performing vehicle in the modern Mitsubishi lineup.

Take, for instance, the “VR-e” in the name. Sounds familiar? Remember the Mitsubishi Galant VR-4? Before the Lancer, Mitsubishi had the Galant, and it was also a rally legend in its own right up until a smaller body was needed. Digging a little deeper reveals a trim level called the “GSR,” which will be the high-performance variant in the lineup. This calls back to the Lancer Evolution GSR variants present throughout several Evo generations.

Furthermore, the brand has noted that the ASX VR-e GSR’s torque split changes in sport mode. From 50:50 under normal mode to 30:70 in sport mode. The intent here is to make things fun and exciting, as noted by Tim Clarke, Mitsubishi Australia’s product manager. Clarke also pointed out the connection between the ASX VR-e’s name and the Galant VR-4.

Also of note, more affordable ASX VR-e models will be sold, and the lower variants will have a single electric motor and produce 229 horsepower and 258 ft-lbs of torque. Meanwhile, the GSR trim will make 458 horsepower and 516 ft-lbs of torque. The battery pack will be 57.7 kWh and can DC fast charge at a peak rate of 134 kW.

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EV-olution?

If the ASX VR-e proves successful and demand for a performance version emerges, Mitsubishi is not against reviving the Evo badge. Tim Clarke also mentioned that “at the moment, we’re focused on the core model range. This is a new space for us, a new product, quite different.”

Clarke continued, saying that “we need to make sure we get the fundamentals right for that product, and if it is a success, then we obviously look to build on that and expand it.” Mitsubishi Australia’s CEO, Kihara, also said the company has noticed demand for a performance revival. Japanese Mitsubishi fans are also commenting on that matter.

Back in Japan, in June 2026, Mitsubishi’s current president and COO, Keisuke Kishiura, said the company wants to build another great car, following the formula that made the Lancer Evolution great, and called the Evo and Galant “treasures.”

Before that can happen, Mitsubishi will continue to focus on SUVs in the meantime. It might take a while before we see the next model that will take up the Evolution mantle. Until then, the brand will keep feeding its fans bits and pieces.

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With the unprecedented all-electric BMW M3, codenamed ZA0, just around the corner, BMW has been spotted testing the EV on multiple occasions around the Nürburgring in Germany. A recent spy video via PrototypeHunters shows the new M3 driving on public roads, giving a better idea of its proportions and what it would look like in everyday conditions.

When spotted near an Audi SUV, the electric M3 appears to have a wide, muscular stance, with pronounced rear haunches. The camouflage is still on, so design details are hard to pinpoint, though the Neue Klasse design language is undeniable. It looks similar to the concept car, except for the rear end, which looks a bit tamer. But that’s to be expected, given that automakers tend to exaggerate concept car designs to make a stronger visual impression.

A Heavyweight Contender

One of the most noticeable details in the spy video is the gold brake calipers. Although not confirmed yet, this could mean the electric M3 will offer carbon-ceramic brakes, which would help slow a vehicle carrying heavy EV components, such as the confirmed battery pack exceeding 100 kWh. That’s larger than the 84-kWh battery in the Hyundai Ioniq 5 N, another high-performance EV.

The spy video also caught the camouflaged prototype at a BMW facility making what sounded like cooling fan noises. Cooling will be crucial, given its confirmed quad-motor powertrain. What’s not yet disclosed is the horsepower, though reports suggest that the EV could make around 800 to 900 hp. If so, the ZA0 would become the most powerful production M car, beating the 738-hp output of the XM Label.

In addition, the dashboard was briefly captured, showing what appears to be BMW Panoramic Vision, which stretches across the base of the windshield. It’s designed to reduce the need for drivers to look down at the dashboard for essential driving information.

The Best of Both Worlds

The all-electric BMW M3 is expected to debut in 2027. It will sit above the i3, which is scheduled to arrive in the U.S. in the first quarter of 2027, starting at $61,500 before destination charges. The M counterpart should command a higher price.

But the Bavarian automaker isn’t completely shifting the M3 to electric power. The nameplate, which is celebrating its 40th anniversary this year, will later get a gasoline-powered version, potentially with mild-hybrid assistance, while retaining the inline-six engine.

Earlier this month, Volkswagen rolled out a recall for the ID.4 over a potential battery fire risk. Now, Audi is recalling certain Q4 e-tron electric SUVs over a similar concern involving their high-voltage batteries.

According to paperwork filed with the NHTSA last week, Volkswagen Group of America is yanking back 9,048 Audi vehicles in the US. Both the regular Q4 e-tron and the swoopier Sportback are on the list.

The recall is precautionary, with Audi investigating the underlying issue and developing a permanent remedy.

More Than 9,000 Q4 e-tron SUVs Are Affected

The recall covers 7,040 units of the 2024-2025 Audi Q4 e-tron and 2,008 units of the 2024-2025 Q4 Sportback e-tron. The affected vehicles contain high-voltage battery cells from a potentially problematic production batch.

Audi says certain batteries may not meet required quality standards, possibly due to manufacturing deviations. The root cause remains under investigation, and the battery modules were supplied by SK Battery Manufacturing in Hungary.

Here’s where the problem lies: if you charge these batteries past 80%, there’s a chance heat could start hopping from cell to cell, which could end with your SUV going up in smoke.

Audi started poking around after hearing about battery thermal incidents in other Volkswagen Group rides, like the VW ID.4, last month. Digging deeper, they found a batch of Q4 e-trons with the same battery DNA. The good news? No Audi fires, crashes, injuries, or worse – at least not yet.

Audi Is Developing a Fix, but Owners May Need to Limit Charging

Audi hasn’t cracked the code on a permanent fix just yet. If your SUV’s battery checks out, you’re in the clear for now. But if your car’s data is missing or needs a closer look, Audi will tell you to keep charging below 80%. Those rides will also get some extra battery TLC at the dealership. Depending on what turns up, there could be more hoops to jump through. The 80% cap stays until Audi cooks up a real solution or gives the all-clear.

Audi will start sending out heads-up letters to owners by December. VIN lookups went live a few days ago through the NHTSA recall system. For now, punch in your VIN and do whatever Audi or your dealer recommends. Not every recalled SUV needs the 80% cap, so double-check before you start stressing.

Winner: Hyundai Ioniq 9

If you’re going to live with an electric SUV, it needs to be good every day and in every way, and the Hyundai Ioniq 9 simply lives up to expectations and then some. If the Kia EV9 makes an electric SUV look interesting and worthy of consideration, the Ioniq 9 practically puts the contract paperwork on your desk. It’s that good. Okay, the EV9 has a better frunk and arguably a marginally richer sound system, but in every other way, the Ioniq 9 makes ownership feel like a lightbulb moment, not an experiment. The third row of seats is roomy and features electronic adjustment (unlike in the EV9); you get premium functions like second-row seat massagers; the interior feels truly premium; and the exterior design is less quirky, perhaps even more elegant.

Both claim over 300 miles of all-electric range, and both sit on 800-volt architecture promising fast charging and an NACS port, but the Hyundai goes slightly further, at up to 335 miles. The Ioniq 9 and its cousin also have a sliding center console that moves forward or backward by about 7.5 inches, and therein are several clever storage cubbies. In the second row, a similar system exists, but it also offers a table. Other highlights include electronic footrests, seat heating and ventilation in the first two rows, and built-in sunshades. You can also enjoy a large panoramic roof that stretches to all three rows. Unfortunately for the startups that led the EV boom, it’s Hyundai that makes the most rounded product for real families, and the security of a badge backed by an industry-leading warranty on its entire lineup is particularly difficult to ignore if this is a first-time EV purchase. Options range from a rear-drive 215-hp single-motor S trim, on to the dual-motor AWD SE and SEL trims with 303 hp, and cresting with the dual-motor performance setup, delivering 422 hp to the Limited, Calligraphy, and Calligraphy Design trims.

Hyundai Ioniq 9 Pros

• Strong range for a three-row EV and ultra-fast charging
• Native Tesla Supercharger compatibility through NACS port
• Quiet, refined cabin with high-quality materials
• 0-60 mph in 4.8 seconds on performance trims
• Class-leading warranty coverage
• Smart storage solutions
• Electronic third row seatback adjustment

Hyundai Ioniq 9 Cons

• Base S trim feels slightly lethargic with 215 hp
• Pricing starts just under $60k before destination, but performance trims climb toward $80k fully loaded
• Heavy curb weight affects efficiency
• A slightly roomier third row wouldn’t go amiss

Scores:

Range: 4/5

Charging Ease: 4.5/5

Practicality: 4.5/5

Who’s It For?

The Hyundai Ioniq 9 seems particularly suited to the family that has lived with a Palisade and now wants to try an electric alternative. It’s practical, reliable, and powerful enough, plus its NACS port and 800-volt architecture mean it’s not a majorly inconvenient adjustment. At the same time, it seems more assured of itself than any German electric SUV, bar perhaps the new BMW iX3, which is far smaller and aimed at a different crowd.

Recommended Trim

Because the base single-motor Ioniq 9 feels a little sluggish, and for maximum all-year use, we recommend the SEL AWD, which falls well below $70k. It’s quick and capable enough without taking the price penalty that comes with the performance powertrain. But the fact that we’re talking about powertrain alone means any version is well-equipped.

Runner-Up 1: Rivian R2

We were originally going to give this award to the Rivian R1S because the R2 is only currently available in top-tier Performance guise. But since the R2’s introduction, the 270-mile versions of the R1S and R1T have been dropped, increasing range to 329 miles, but also raising the cost by $7,000. In light of those figures, the R2’s top-of-the-range 656-hp lunacy seems a little more sane. The R2 Performance Launch Edition gets a Long Range battery promising 330 miles per charge for $59,485 (so more range than an R1S for more than $20k less), with a more affordable version making less power planned to cost under $45k. In between, a Premium trim is coming at just under $54,000, but let’s focus on the option in front of us.

With the sub-$60k starting price, Rivian throws in Autonomy+ with lifetime access to hands-free driving, Launch Green paint, an anodized key fob in Rivian Green, and a towing package with a 4,400-lb capacity, beating the Tesla Model Y’s rating of 3,500 lbs. In a nutshell, the R2 offers more performance and slightly better range than the R1S in a more agile package and with comparable off-road capabilities and tech for less money. It’s a no-brainer, but we’re especially excited about more affordable trims with greater range.

Rivian R2 Pros

• Rivian R2 lineup delivers up to 345 miles of range and up to 656 hp
• 9.6 inches of ground clearance
• Standard NACS port
• Built-in Autonomy+ hardware with
• Relatively affordable pricing for a Rivian

Rivian R2 Cons

• Cheapest model not yet available
• Pricier than a base Tesla Model Y
• Maximum charging rate TBC

Scores:

Range: 4.5/5

Charging Ease: 4.5/5

Practicality: 4/5

Who’s It For?

The trendy couple looking for a fun adventure vehicle that they’ll probably never take off-road will appreciate this as much as the outdoorsy types who actually take advantage of the Rivian Adventure Network’s presence at Joshua Tree. It’s stylish, quick, and capable, but it can be pricey if all you need is to get from point A to point B.

Recommended Trim

With only the Performance trim available in Launch Edition guise, we can’t recommend anything else, but the mid-spec Premium at $53,990 may be the sweet spot when it arrives later in 2026. Until spring 2027, when the Standard fills the base of the range, the top-tier Performance still looks compelling alongside the R1S, unless you need more space.

Runner-Up 2: Hyundai Ioniq 5

The Hyundai Ioniq 5 continues to be brilliant. It’s a crossover that feels like a hatchback because, as the Ioniq 9 illustrated earlier, it understands the basics. In this segment, an EV must be practical and affordable, and for roughly $35,000, it makes the Chevrolet Equinox EV and the Volkswagen ID.4 look like the (admittedly decent) early attempts at EVs they are. The 800V architecture and 250 kW fast-charging, 10-year warranty, and clean, uncluttered interior make this extremely compelling, though if the rugged XRT trim’s all-terrain tires hurt range (down from up to 318 miles to 259 miles).

There are some drawbacks if you look at the finer details. While the Ioniq 5 looks bigger in the metal than in pictures, the 26.3-cubic-foot cargo area places it behind the Ford Mustang Mach-E (29.7) and the Tesla Model Y (30.2). In addition, the frunk in the nose barely has enough space for the charging cable, and in all these vehicles, the seats can be folded. Here, the volume expands to a respectable 59.3 cubic feet, almost matching the Mach-E exactly (59.7), though the Model Y delivers 74.8 cubic feet in total. But the Ioniq 5 feels more modern than the Mustang Mach-E, better built than the Model Y, and more interesting than an Equinox EV. Beyond all that, everything works well and is ergonomically laid out, and with as much range as some considerably bigger EVs with bigger battery packs, it’s the kind of vehicle that owners will probably end up trading in for another electric Hyundai when this one is outgrown.

Hyundai Ioniq 5 Pros

• 318-mile maximum range beats most rivals at this price
• 250-kW fast-charging is best-in-class for the segment
• Level 1/Level 2 charging cable is standard
• Funky styling outside is balanced by smart, clean design inside
• Excellent warranty coverage

Hyundai Ioniq 5 Cons

• Cargo capacity trails some rivals
• Frunk is almost useless
• XRT’s 18-inch A/T tires reduce range heavily

Scores:

Range: 4.5/5

Charging Ease: 4.5/5

Practicality: 4/5

Who’s It For?

The person who wants an EV that’s larger and more premium than a Bolt or Leaf but doesn’t want the quality inconsistencies of a Tesla or the cost of a Rivian or BMW. We think the Mustang Mach-E buyer and the Ioniq 5 buyer are the same people, just with different preferences, and this is more interesting without resorting to borrowing a pony car badge.

Recommended Trim

We think you’ll find the best value in the Hyundai Ioniq 5 SEL RWD, which retails for just under $40k. You get leatherette seating, a hands-free power liftgate, wireless device charging, and Highway Driving Assist 2, as well as a power passenger seat and heating for both front perches.

Honorable Mentions

Chevrolet Bolt

It starts under $30,000, delivers up to 262 miles of range, and looks funky enough. If you want something that truly forgoes frills without forgetting how to have fun, the Chevy Bolt is a cheap, cheerful chariot that charges quickly. Yes, some competitors will go further or be bigger, but this is just plain good value. With a native NACS port, an 11.3-inch infotainment screen, decent handling, and linear straight-line performance, the Bolt is an EV second and a good entry-level car first.

BMW iX3

The all-new BMW iX3 has beaten its own impressive range estimates, initiated a frenzy of orders, and proven to drive like a BMW should, despite being electric. Ultra-fast 400-kW charging and an EPA range estimate of up to 434 miles are high notes, as is up to 463 hp through a pair of dual motors, but what really stands out is how ergonomic the cabin feels after just a few hours behind the wheel, despite appearing almost alien at first glance. The original i3 and the i8 planted the seed of EV benefits in BMW buyers’ minds, and the iX3 gives them a delicious fruit to try. Yes, it’s different, and yes, the styling may put some off, but a polished EV that costs less than a six-cylinder combustion X3 may just be the success story Porsche wishes the electric Macan was.

Conclusion

While some new EVs have all the right things to say on paper yet still fall short in the real world, the abovementioned options prove that you don’t have to feel like the butt of a joke or the subject of an experiment when buying electric. These are the EVs that the future always promised, and while still not perfect, they’re getting closer. As we cross into the final quarter of the 2020s, maintenance and servicing costs continue to hurt pockets constrained by high gas prices, and these EVs have all the luxury, off-road capability, and tech of equivalent combustion vehicles. Sure, some will dogmatically stick with gas, but for those willing to try something different, particularly if they have access to charging infrastructure, the benefits easily outweigh the compromises.

Tesla is known for ambitious timelines it doesn’t meet, including the next-gen Roadster, whose original concept debuted in 2017 but whose redesigned version only debuted this month. The Cybercab, however, appears to be on track after Lars Moravy, Tesla’s vice president of vehicle engineering, said during a Q3 2026 earnings call that the company is trying to deliver the two-seater EV to customers later this year.

That would meet the original timeline announced when the Cybercab was unveiled at the “We, Robot” event in California in 2024. The key word there is “trying,” so it’s not a guarantee yet. Still, the outlook appears promising for the company, especially as it shifts its focus from selling personal EVs toward autonomous ride-hailing and AI-driven products, with production of the Model S and Model X even ending earlier this year. However, challenges remain.

A Green Light Still Pending

One of these is regulatory compliance, particularly because the Cybercab operates without a steering wheel, pedals, or side mirrors. Tesla removed these components because the Cybercab is primarily intended for robotaxi operations. Doing so could also help the company lower production costs and streamline manufacturing.

Zoox showed that a regulatory pathway is possible after receiving an exemption from NHTSA for its carriage-style robotaxi, allowing the Amazon-owned company to commercially deploy up to 2,500 robotaxis annually over the next two years. Meanwhile, the safety agency is investigating Tesla’s certification of the Cybercab’s compliance with federal safety standards. A negative regulatory outcome could jeopardize Tesla’s planned expansion and complicate customer deliveries.

Tesla also said that unsupervised Full Self-Driving isn’t expected to become available to some existing customer-owned vehicles until the second quarter of 2027. This raises questions about where privately owned Cybercabs could operate if deliveries begin before the end of the year.

The Next Chapter Has No Driver

Another detail Tesla needs to confirm is the price. During the 2024 launch event, Tesla said the Cybercab would cost less than $30,000. Meeting that target would be welcome news after the company faced scrutiny over the Cybertruck’s pricing, which was originally advertised at under $40,000 in 2019 but launched with a starting price of around $61,000 in 2023.

As Tesla expands its Cybercab operations, it will play catch-up with established competitors like Waymo, which primarily uses Jaguar I-Pace EVs equipped with Level 4 autonomous driving technology. Tesla plans to retain ownership of most Cybercabs and operate them as a transportation service, while selling a smaller number to customers. Production is already underway at Gigafactory Texas.

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Manual shifters for EVs – which, by the way, don’t actually have or need conventional gearboxes – are becoming a thing. Hyundai helped popularize the concept with the simulated gear changes in its Ioniq 5 N, but other automakers have been exploring their own approaches to making electric cars more engaging.

Toyota has flirted with the concept of an actual stick shift for EVs, complete with a clutch pedal and even the possibility of stalling if the driver gets things wrong. Porsche has also been working on a shifter that can simulate manual and automatic transmission behavior.

Now, the German marque appears to be doubling down on its idea. A newly published patent describes a hand-operated actuator designed to make an electronic shifter feel more realistic. Its clever addition is a system that can anticipate when the driver is about to shift, potentially preparing the mechanism to deliver the appropriate resistance.

Sensors and Stored Energy Make the Difference

The patent, published by the German Patent and Trade Mark Office this week and first spotted by CarMoses, describes an electronic lever that uses sensors to monitor its position, the force applied by the driver, and potentially its acceleration. These measurements allow a controller to adjust how much resistance the driver feels while moving the lever.

The system can use an electrically controlled actuator, including a magnetic-based mechanism, to make the lever harder to move at certain points. Springs help provide a resting position, while the actuator can simulate the resistance encountered when a conventional gear lever reaches the end of its travel.

But here’s where it gets interesting: the system can actually sense when you’re about to make a move. It might use a sensor in the gear knob or even a camera watching your hand. If there’s a clutch pedal involved, another sensor can spot that too.

When it thinks a shift is coming, the system charges up a capacitor – basically storing a quick jolt of electricity. That way, it can unleash a burst of power to the actuator, making the shifter push back harder right when you need it.

Compared with a system that simply adjusts shifter resistance during movement, this approach could help the mechanism respond more quickly when a particular sensation is required.

Could This Make It Into a Future Porsche EV?

In real-world use, this tech could make an electronic shifter feel a lot less like flicking a plastic toggle and a lot more like wrestling with a real gearbox. You’d get firmer resistance, proper end stops, and those satisfying fake gear changes – all without needing an actual manual transmission.

That could be useful in an electric sports car designed to offer more driver involvement. Still, Porsche hasn’t confirmed plans to put the system into production, and the patent doesn’t identify a specific model that could get it. It could be for a future Taycan, but we’ll see.

However, like other patent filings, this patent only shows what the automaker is exploring, not what’s coming to showrooms. For now, the technology remains a proposed concept, and whether it eventually makes its way into a production Porsche remains to be seen.

The Stupid Wheel Is In The Way Of The Stupid Dash

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This was a problem in the previous Toyota Keyboard Smash, and it is similarly annoying here. The digital gauge cluster sits practically against the windscreen, which means that setting the height of the steering wheel is very important. Too low, and you’re driving with your knees. Too high, and the thing obscures the lower portions of the cluster, which houses information like the driving range. It also looks pretty cheap and outdated.

The Driving Position Isn’t Great

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In a somewhat connected issue, I don’t love the driving position. A lot of that is down to the bZ’s wheel-to-gauge-cluster relationship, yes, but the seat position leaves a lot to be desired, too. It feels a little too high, which obviously means that you always feel close to the bottom of the wheel, even if you’re a shorter fella. The seats are pretty flat, too.

It’s Not The Most Exciting Thing To Drive

Look, not everything needs to drive like a Lamborghini. But I would like it if I had just a little bit of fun. With 338 horsepower from dual-motor, all-wheel-drive versions, the bZ is outright fast. However, the handling doesn’t match the straight-line speed. The steering is totally numb, and the SUV leans over in corners like it’s just seen something pass by on the ground. The flat seats don’t inspire a great degree of confidence, as you’re pretty much up against the door or the center console in corners. Finally, I thought the throttle felt a little funky when the SUV’s regenerative braking was disabled, like it wasn’t meant to be driven like that.

… Or To Look At

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Despite the facelift and updated looks, the bZ is still pretty inoffensive. A front light bar and trapezoidal nose sort of mimic larger cars like the Grand Highlander, and the rakish shape somehow manages to fall entirely flat, despite the fact that manufacturers often choose it to spice up their designs. In profile, the bZ is sort of just… a shape. It does nothing for me. In fairness, I guess the rear light bar is kind of nice?

Ferrari Luce: Pricing Is All But Irrelevant

Despite the controversial styling, the much-berated all-electric powertrain, and the obscene cost, throngs of speculative flippers, Icona Series hopefuls, longtime aficionados, and new customers are all sending money to Maranello to reserve a Luce; Ferrari says the EV hit its sales target in just two months, with China leading many of the orders. As the first all-electric Ferrari, the first vehicle designed by LoveFrom (through industrial designer Marc Newson and ex-Apple designer Sir Jony Ive), and the first Prancing Horse with five seats, the Luce is unique in many ways, and those revolutionary attributes contribute to the Luce’s appeal, even if a former CEO, purists, and hardcore enthusiasts renounce the car. In fact, Ferrari execs seem pleased with how much negative talk has surrounded the Luce. As they say, there’s no such thing as bad publicity.

Related: Ferrari Luce Leads The Most Controversial Car Reveals In Recent Memory

For your $560,800, the Luce offers a quartet of synchronous permanent-magnet electric motors, with output bias favoring the rear axle. Altogether, the Luce delivers up to 1,035 horsepower, which seems mildly excessive until you remember that EVs are heavy, and this one is no exception at 4,982 pounds, despite an all-aluminum body. 0-62 mph takes 2.5 seconds and 0-124 mph takes 6.8 seconds, though Ferrari could have made the EV even quicker. It chose against doing so and worked alongside NASA to help occupants retain their lunch under acceleration.

Autoblog’s Take

It’s remarkable that the U.S.-spec Luce is cheaper than the European one despite aggressive tariffs, but it’s still priced obscenely enough to make your accountant swoon. With more powerful, more expensive, and more advanced vehicles appearing at a frequency that sometimes feels impossible to keep up with, hearing that an all-electric Ferrari exists is no surprise. Hearing that it produces more power than a Bugatti Veyron barely raises an eyebrow. And hearing that it costs more than any other series-production Ferrari on sale today doesn’t even make you flinch. Whether it’s worth the money or not seems inconsequential – it’s a Ferrari, and no matter what it’s powered by or how it’s priced, that storied yellow shield seems incapable of dissuading monied buyers.

The new Torcal First Edition marks the arrival of Bentley’s electric SUV in style, as the First Edition specification also features the highest power output available in the Torcal: a monumental 876 horsepower and 996 pound-feet of torque. Thanks, Porsche Cayenne Electric!

Bentley Craftsmanship Meets Insane Performance

Based on the Torcal S model, the First Edition’s 800-volt dual-motor AWD powertrain enables blistering performance: the 0-60 mile-per-hour sprint takes just 2.8 seconds and the top speed reaches 162 mph. Power comes from a 113.3 kWh lithium-ion battery pack that enables a range of up to 373 miles on the WLTP cycle.

As far as the styling is concerned, the Bentley Torcal First Edition gets the Carbon Fibre Styling Specification, unique 22-inch First Edition wheels combined with Graphene Grey brake calipers by Mulliner, and subtle First Edition badging on the front fenders and the cabin.

The Carbon Fibre Styling Specification brings carbon fiber front bumper winglets, mirror caps, side sills and rear diffuser for a more purposeful look.

The First Edition wheels have a gloss black finish with Liquid Silver spokes and feature self-leveling Bentley badges; the Graphene Grey brake calipers by Mulliner provide a subtle contrast.

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Powered Doors Enable Access to a Lavish and Tech-Laden Cabin

Inside, the Torcal First Edition pampers its passengers with a combination of Bentley craftsmanship and technology. The electric SUV gets bespoke seat quilting featuring contrasting chevrons, Gloss Carbon Fibre technical finish that connects to the exterior’s sporting details (alternative finishes are available at no extra cost), and a Colour Specification.

The latter is said to broaden the possibilities for customization by introducing additional color splits (including two by Mulliner), eight accent colors and the ability to introduce a third interior color. Customers can also go for a full leather interior and contrast stitching.

Illuminated First Edition treadplates and deep-pile carpet floor mats are also part of the package, as are the Wellness front seats and the Rear Comfort Seat Specification, which brings ventilation and comfort headrests for both outer rear-seat occupants.

Bentley says the Torcal First Edition also packs “an exceptional suite of technology and comfort features” as standard, including powered front and rear doors, a Frosted Diamond Switchable Sunroof, and a Naim for Bentley audio system. The latter boasts 1,780 watts and 28 speakers (including in the front headrests), Dolby Atmos 7.1.4, and seat transducers for an “intensely immersive listening environment.”

Bentley did not say how much the Torcal First Edition costs, but seeing as a “regular” Torcal starts at just over £170,000 ($228,000) in the UK, this loaded-up version will probably top £200,000 ($268,000).

New Trail Trim Leads 2027 Mustang Mach-E Updates

The off-road-biased Mustang Mach-E Trail is based on the Select eAWD trim and costs $2,295. Along with the above-mentioned mechanical upgrades, the Trail gains 19-inch wheels in High Gloss Dark Carbonized Gray with as-cast graphics (also borrowed from the Rally), shod with 235/55 Michelin CrossClimate 2 rubber. The Trail also sets itself apart through unique bodyside graphics and a Carbon Black lower front fascia, while inside, the Mach-E Trail logo is embossed on the center armrest. Another useful upgrade for the Trail is a 400-watt, 120-volt Pro Power Onboard system as standard, with outlets in the cargo area and behind the center console. Optionally, buyers can order a Clamp On Cross Bar Kit produced by Thule, and an Interior Protection Package with all-weather floor mats and a cargo-area protector. Trail buyers will also be awarded an extra 100,000 Ford Rewards points on top of the 22,000 points given to all Mustang Mach-E buyers. These can be used against the cost of various accessories, parts, subscriptions, and merchandise items.

As we can see above, dropping the previously standard 70kWh (usable) battery pack for an 88kWh battery (91kWh on GT and Rally) has bumped up the price of the base model, but all the others have come down. Revised EPA estimates haven’t been published yet, but the Mach-E will obviously go further for 2027. Other updates to the 2027 Mustang Mach-E range include BlueCruise 1.5 hands-free highway driving aids as standard on the range-topping GT and Rally, and optional on Select with the Tech Pack Lite or on Premium with the Premium Tech Pack. This gives you access for one year plus 90 days of service, and any trim that has the necessary hardware can have the service paid for through a one-time purchase. The Trail must be ordered with BlueCruise hardware since it can’t be added later.

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MY2027 Mustang Mach-E Colors:

• Desert Sand
• Shadow Black
• Adriatic Blue Metallic (optional)
• Eruption Green Metallic (optional)
• Glacier Gray Metallic (optional)
• Race Red (optional)
• Star White Metallic Tri-coat (optional)
• Velocity Blue Metallic (optional)

2027 Ford Mustang Mach-E Availability

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The 2027 Ford Mustang Mach-E is ready to order now, with deliveries expected to begin in Q1 of 2027. Unfortunately, you can’t spec your ideal variant just yet, as the 2027 build & price configurator is only planned for launch early next year. Nevertheless, Ford has found more efficiency and appeal, and, besides the base trim, it’s done so at a lower cost. We’re especially enthused by the new Trail trim, as the Rally might be a little too hardcore/expensive for most; now, you can have most of its upgrades with better ground clearance at a lower cost. It seems everyone wants as big a chunk of the adventure market as possible (even Mini is getting in on the action), but is it worthwhile having two broadly similar trims in the same lineup? Let us know your thoughts in the comments below.

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Mazda is preparing to take a bigger role in hybrid development, with its upcoming CX-5 Hybrid serving as the first application of a new powertrain developed in-house. The company’s latest Integrated Report 2026 also points to the possibility of extending elements of this system to its larger SUVs, potentially giving the CX-60, CX-70, CX-80, and CX-90 another electrification option.

The move would mark a change in Mazda’s approach to hybrids. The CX-50 Hybrid sold in North America uses Toyota’s hybrid system, while the upcoming CX-5 is expected to combine Mazda’s own technology with its latest gasoline engine.

Mazda has not confirmed which large SUV will receive the system first or when it might arrive. Still, the prospect is notable as the company works to improve the competitiveness of its larger models. Previous reports have discussed planned changes to the CX-70 and CX-90 following weaker sales, making a wider hybrid strategy worth watching.

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Skyactiv-Z Leads Mazda’s Hybrid Plans for 2027

Mazda plans to introduce its proprietary hybrid system in the CX-5 in 2027, pairing it with the new 2.5-liter Skyactiv-Z four-cylinder gasoline engine. The engine is designed to improve combustion efficiency while maintaining driving performance and meeting increasingly strict emissions requirements.

Mazda says the combination should deliver more than lower fuel consumption. Its stated goal is to provide quiet, smooth operation in urban driving, strong performance at highway speeds, and responsive handling on winding roads.

The company is also exploring whether elements of the hybrid system can be adapted for its large-product lineup. That does not confirm that all four SUVs will receive the same setup, but it suggests Mazda wants to build on its own technology rather than rely exclusively on outside suppliers.

The timing here matters a lot. Mazda has acknowledged the need to make changes to its recent large-model strategy, although the report does not specify when any hybrid versions might appear.

Mazda’s EV Strategy Continues Alongside Hybrids

Hybrids are just one piece of Mazda’s electrification puzzle. The real EV push is set for 2028 to 2030, after a warm-up period that runs through 2027.

Mazda has confirmed that it’s developing a dedicated EV platform for this next stage, while continuing to work with partners on other electric models. Its joint venture with Changan has already produced vehicles including the EZ-6, EZ-60, also known as the Mazda6e and CX-6e. Mazda is also considering third and fourth models under the partnership, although neither has been confirmed for production.

For now, Mazda’s strategy is to offer different powertrains according to regional demand rather than move entirely toward battery-electric vehicles at once. If its in-house hybrid system eventually reaches the larger SUVs, it would give the automaker another way to improve efficiency while retaining the driving characteristics it wants its vehicles to deliver.

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With fuel prices where they are, it’s totally understandable why more folks are getting hybrids these days. There’s a clear performance and economy benefit, and the long-term running costs can come out cheaper than owning a pure-combustion vehicle. Some brands have even dropped pure ICE versions of best-sellers, with Toyota as a prime example.

But for those who want to go electric but still worry about range anxiety, plug-in hybrids are a viable solution. One can go further on battery power alone, which is great for those who do a lot of in-town or city driving. At the same time, the engine can kick in to provide a little more charge, and the car can act like a regular hybrid once the battery charge is depleted.

With the way things are going now, plug-in hybrids can also go much further between charges, relying less on the engine. This contrasts sharply with early plug-in hybrids that were happy to do 25 to 30 miles on electric power, while today’s versions can easily double that.

The Other Solution

But aside from plug-in hybrids, another half-step to full EVs is extended-range electric vehicles, or EREVs. In essence, it’s an EV with an on-board generator in the form of an engine, and these can be either plug-in or not. Nissan’s clever e-Power system is an example of that, and many Chinese automakers have adapted it as well.

The main difference between plug-in hybrids and EREVs is how they distribute power. Plug-in hybrids can still be driven by the engine, whereas EREVs are purely electric, and the engine is only there to recharge the battery. The engine itself isn’t connected to the driven wheels.

That said, not all automakers are convinced by EREVs. One such company is Mercedes-Benz, which says its plug-in hybrids are more than up to the task of delivering great fuel efficiency.

More than Enough

Speaking to Motor1, Christoph Starzynski, Mercedes-Benz’s Vice President of Product Strategy and Product Steering, said this about the PHEV vs. EREV debate. “[We] have a [plug-in] hybrid with 100-plus kilometers [of range]. For me, for the day-to-day drive, that is more than enough. […] What else do you need? I know that there are areas in the world where there is a higher demand [for EREVs], but not for us, from our customer perspective. We don’t see that.”

Now, Starzynski isn’t dismissive of EREVs, but the executive reckons that over 60 miles of electric range in plug-in hybrids is more than enough for typical end users. For instance, its GLC 350e has an EPA-rated electric-only range of 54 miles and a WLTP rating of up to 77 miles. For those who want even more range, he argues that going full EV may be the best option moving forward.

Adding more range to a PHEV or EREV likely won’t appeal to those shopping for one, reckons Starzynski. “Would you really switch to a variant where 60 miles becomes 200 miles? If I look at the BEV vehicles, I think a decent range is 280 to 400 miles,” he said.

Market-Dependent

Again, Mercedes-Benz isn’t dismissive of the technology, as EREVs are actually seeing success in China and other markets. In some countries where the charging infrastructure isn’t as robust, EREVs have bridged the gap between ICEs and EVs better than PHEVs. Also, charging almost feels optional in an EREV compared to a PHEV. The latter tends to drain the battery first before switching to hybrid mode, whereas an EREV constantly tops up the battery with the generator, way before it’s even drained.

Of course, both have pros and cons, but in Mercedes-Benz’s case, there isn’t enough clamor from customers for an EREV. Combined with what it believes is sufficient range in its plug-in hybrids, allocating time and money to develop range extenders isn’t high on the priority list.

But how much can you really save by driving an F-150 Lightning instead of its gas-powered counterpart nowadays? Quite a lot, according to a Lightning owner who used to own an F-150 Raptor.

One Month of Driving the F-150 Raptor Can Cost the Same as One Year of Driving the Lightning

The owner shared an image of their home charging costs on the r/F150Lightning thread on Reddit, revealing that over the past year, the electricity needed to run the Lightning cost him only a fraction of what refueling the Raptor used to cost. Basically, the person claims the truck’s power costs over an entire year matched what gasoline used to cost for just one month.

“Just thought this would be fun to share, had my home charger installed almost 1 year ago exactly. Roughly 9k miles of usage in that time, only ever fast charged 1x since then,” the owner said. “Coming from the Raptor I owned previously to this, $450 was my monthly gas bill, and I’ve stretched that into a full year’s worth of driving.”

So basically, the same amount of money that used to buy a month of driving the F-150 Raptor now buys an entire year of driving the Lightning.

Mind you, this is just one owner’s experience, but other F-150 Lightning owners chimed in and provided similar stories about savings—although it’s worth pointing out that charging costs vary greatly by state, utility company, mileage and other factors.

Other F-150 Lightning Owners Are Reaping Similar Savings

For example, one F-150 Lightning driver wrote, “My monthly bill went up by roughly the cost to fill up the Prius I had before my Lightning…and I’d fill up twice a month.”

Another one said their savings where not that high although using the Lightning remained the economical choice. “Unfortunately where I live in Massachusetts that would be $1,500 for me and my electric rates. But still cheaper than gas for an F-150.”

Obviously, for drivers who have a solar setup and battery storage at home, the savings can be even more dramatic. One driver wrote that a 40-mile round trip with their Lightning cost just $0.97. “In my previous ICE Ram, $8 with gas at $4 a gallon.” Another owner said their costs to run an F-150 Lightning were $85.76 a month.

In another post on the Ford F150 Lightning EV Enthusiasts group on Facebook, another owner said he is “saving $500 a month on fuel.” Since his monthly car payment is $700, he reckons that soon he’ll be “driving for free almost.”

Now, it must be said that this math works for people who charge at home, but even so, a lot depends on the electricity rate, how many miles you drive each month, and how you charge—the sweet spot is charging at home overnight. If you use public DC fast charging stations often, your savings may be wiped out.

When it comes to the push for electric vehicles, General Motors is one of the automakers that bet big on an all-electric future. However, the company has since adjusted its strategy, pulling back on some of its EV ambitions and placing renewed emphasis on hybrids and gasoline-powered models.

That change might suggest GM is losing confidence in its electric future, but that isn’t quite the case. The company has now revealed the blueprint for its fourth-generation EV platform, outlining a series of engineering changes intended to make its future electric vehicles more efficient, affordable, and easier to build.

The project includes some impressive figures, but they are development targets and early engineering results, not proof that buyers will see equivalent gains in showroom-ready vehicles.

A New Battery and Simpler Hardware

The biggest development is GM’s planned use of lithium manganese-rich (LMR) prismatic battery cells, produced through its Ultium Cells joint venture with LG Energy Solution in Spring Hill, Tennessee. GM says the chemistry is designed to deliver 33% greater energy density than lithium iron phosphate (LFP), a battery type commonly associated with lower-cost EVs.

In theory, that could allow GM to fit a smaller, lighter battery pack while maintaining competitive driving range. The company also says LMR batteries could cost about the same as LFP, potentially helping it bring more affordable electric vehicles to market.

GM claims its fourth-generation platform could deliver around 20% more range per kilowatt-hour than its current EVs. That improvement comes from combining the battery chemistry with more efficient electric drive units and better aerodynamics, rather than relying on a single component to do all the work.

The company is also simplifying its hardware. Its new electric motors and power electronics are expected to reduce the number of components inside each drive unit by 40%. Meanwhile, a revised electrical architecture will use 30% less wiring and fewer control modules.

There’s a software angle, too. GM says its new centralized computing hardware will offer 40 times more processing power for AI-enabled features, potentially supporting more responsive infotainment systems, energy management, and future improvements to Super Cruise.

All those numbers sound great, but the real test is whether any of these promises survive the jump from the lab to the real world. Battery life, production costs, sticker prices, and what happens when you actually drive them will decide whether GM’s new platform is the real deal.

Building EVs Faster

Beyond the vehicles themselves, GM is changing how it develops and manufactures them. The automaker says its new engineering process allows designers, engineers, and manufacturing teams to work together earlier, testing numerous configurations before committing to physical components.

GM expects this approach to cut the traditional five-year vehicle development timeline in half. It has also used computer modeling to evaluate more than 300,000 LMR battery designs before building a physical prototype.

At its battery-pack assembly facilities, GM says similar digital manufacturing tools have already helped speed up the production process by 30%. The fourth-generation architecture will also allow vehicles to check electrical connections as they move down the assembly line, potentially eliminating a separate validation step.

These changes could help GM reduce development time and manufacturing expenses, although the company hasn’t provided a firm launch date or detailed production schedule for its fourth-generation EVs in the announcement.

Right now, it’s all just a list of engineering goals, not something you can actually buy. GM has shared the tech and its reasons for optimism, but we’re still waiting on the big stuff: prices, real-world range, and when these cars will actually show up.

That sounds like Tesla is conceding that the product it is planning to launch won’t even be a road-legal car anymore, so why go that route? Why is a company with a mission statement “to build a world of amazing abundance” announcing a $250,000+ supercar that takes six hours to refill its single-use carbon-overlaid pressure vessel (COPV; responsible for those physics-bending party tricks), and can’t be used to the full on public roads? What does the Roadster have to do with anything in Tesla’s future? Is it all just another way to build hype for SpaceX, since neither company would draw as much attention on its own, before pitching the idea of merging the two companies? Maybe, maybe not.

Arguments for the Tesla Roadster’s Creation

Assuming that the Roadster is unlike pretty much every other Tesla creation to date in that it goes on sale on time, with all promised features, and without any regulatory, reliability, or safety-related compromises, it would be the achievement of the decade, if not the century. And with Tesla’s habit of regularly introducing minor refinements and improvements, it’s likely that the Roadster would get even better after going on sale. Tesla also says it’s working on getting refilling times for the COPV down to half an hour, which would be acceptable for a track day. Cool, but what’s the point of a car this crazy? Just because you can?

Partly, but making ridiculous claims and setting seemingly unattainable targets have made Musk and Tesla go viral time and time again, regardless of whether promises were fulfilled or not. The same applies to the Roadster, targeted in some form for 2028: whether it gets made or not, it has already become one of the marketing triumphs of a generation, generating worldwide buzz across cultures and interests. If it somehow does reach production as intended, it would easily become Tesla’s Veyron moment, setting new automotive standards for others to try to replicate. With cold-gas thrusters and compression tanks from SpaceX and actuating elements borrowed from the Tesla Optimus robot, not to mention new Tesla battery technology, the Roadster would not only be a rolling billboard for multiple Musk enterprises, but it would also act as a symbol of engineering prestige, with tech no other automaker could easily copy for years to come. It would offer an experience that not even Bugatti could rival (albeit just once or twice before a tank refill is required).

I’m not saying Bugatti wants to build a flying car – Mate Rimac already passed on that idea years ago – but if its customers inexplicably wanted to trade 16 cylinders for the novelty of momentary flight, Bugatti would not be able to offer the option. And let’s not forget that when the cold gas is depleted, which should make the Roadster lighter, Tesla promises owners an experience worthy of the title of “last best driver’s car,” as Musk and VP of Vehicle Engineering Lars Moravy have described it. The Model 3 Performance is already so good that some of the world’s premier journalists have likened its agility to that of a BMW M3, and with thruster-controlled yaw angles and traction maximization, the Roadster should obviously be even more capable.

However, Musk’s vision is for people everywhere to be transported by autonomous Cybercab robotaxis, so how does a great driver’s car with over a thousand horsepower fit in? Again, marketing. If the Roadster meets its production target, it would arrive at a time when robotaxis are likely to be far more abundant than they already are today, but long before they’ve become commonplace and achieved mainstream adoption. Launching the spectacular Roadster at this time would give many technophiles an incentive to use a Cybercab instead of robotaxis from other companies. Instead of getting into a completely soulless robotaxi, you’re getting a small taste of something produced by the futuristic company that made a car do a kickflip and then out-perform most hypercars on a track. That will stick. And let’s just take a second to consider how awesome it is that we’re even talking about a flying, flipping car – it’s the stuff humanity has been dreaming of for a century (see the Model 11 Autoplane from 1917 and the Tampier Roadable biplane from 1921).

Tesla could sell both the autonomous robotaxi service, potentially reducing traffic, and the luxury of experiencing the peak of four-wheeled conveyance at Tesla-owned and run looping tracks, like a rollercoaster you can drive to and from its rails. Of course, we’re assuming that Tesla can be trusted with self-imposed safety standards.

The Tesla Roadster is the Smartest Dumb Idea Ever

First of all, this is far from the first production-like or production-ready flying car, and mainly due to regulatory hurdles, none of those projects have gotten off the ground, so to speak, in any convincing manner. Clearly, the flying Roadster is impractical, silly, and highly unlikely to make it to the road as described during the launch event, but let’s ignore all the bright red flags and discuss other, more opaque issues. Like the Veyron, costs cannot be ignored. Bugatti and the Volkswagen Group famously lost money on every single Veyron, despite charging seven figures, which was unheard of in the mid-2000s. But Prof. Dr. Ferdinand Karl Piëch wasn’t as dismissive of the damage broken promises can cause to a brand. Granted, the Veyron project was delayed (by just two years), but Piëch threw all the might of the VW Group at the objective until all other targets were achieved or exceeded, without compromise. By stark contrast, Musk is hardly famous for meeting self-imposed targets or even sticking to a single point of view for very long.

The Tesla Roadster proposes something much wilder than a record-breaking, ultra-luxurious, superbly refined hyper-GT, and while we have no idea what the limited-production flying-and-flipping, invite-only Rocket version will cost, the Thrust version, which still has a 200-liter COVP and four gas nozzles, is priced at “just” $250k. I’m sure that Tesla engineers get a discount at SpaceX (they know the owner), but still, it can’t be cheap to design, develop, and test something this complex and clever, and with Tesla reporting negative cash flow of $1.1 billion in the second quarter of this year (driven mostly by capital expenditures in AI and the production of the Cybercab and the Optimus robot), one can’t help but wonder if a publicly traded company is wise to sink even more resources into yet another wild, potentially unprofitable idea.

Related: Rivian Starts Testing Tesla-Style Driving With Select Owners

Then there’s the issue of the Roadster’s pièce de résistance. Even without the ability to fly causing havoc when some moron decides to do a flip somewhere they shouldn’t (by the way, is the roof strong enough to handle the car’s weight if thrusters fail?), the rear-facing cold-gas thrusters are still *extremely* powerful, and anyone caught standing behind a Roadster as it attempts to reach 60 mph in half a second will surely not come away unscathed. There’s also bound to be an impact on the ears of anyone nearby, and the cold gas thrusters shown in Tesla’s demonstration produced huge clouds of white vapor. Although they disappear quickly, that’s a visibility hazard. Oh, and with the boost of thrusters, the semi-exposed rear tires will surely chuck stones and other debris at following windshields at terrifying speeds. And what happens if a case of unintended acceleration occurs?

Granted, the half-second 0-60 sprint time will surely require a launch sequence to allow everything to be correctly primed and prepared, but what happens if somebody tries to launch this thing on the street at the very moment a previously unseen cyclist or pedestrian enters the picture? Nobody has reactions fast enough to stop or react adequately to acceleration that violent; even Top Fuel dragsters, which this matches to 60 mph, need wide lanes to run safely. And if the Roadster becomes capable of 330 mph, what kind of safety can occupants expect in the event of a crash? What kind of risks might occupants be taking sitting inches from a 10,000-psi pressure vessel?

To my mind, the Roadster is much like the Cybertruck, a fantasy dreamed up by a mind that holds little to no regard for practicality, common sense, or safety. Look into Tesla’s legal disclaimers and procedures, and it claims that the “safety of all” should be a human right. Well, that’s difficult to realize if cars this ludicrous become a regular sight. But as a way to further highlight connections between Musk-owned entities, potentially to build hype for a SpaceX merger, the Roadster has already achieved plenty. Musk has denied the merger rumors, but every CEO does before announcing exactly that.

Tesla Roadster: A Gimmick for a Gimme?

We’ve already seen Starlink and Grok make their way to Teslas, so seeing more SpaceX tech in a Tesla feels almost natural, and if a merger happens, it’ll doubtless create even more opportunities for integration and cross-pollination than just the Roadster. We know that part of Musk’s potential $1 trillion compensation package requires him to improve stock values, and that’s tough selling just Model 3s, Model Ys, Cybertrucks, humanoid robots, and autonomous vehicles, especially when other large, innovative companies like Hyundai are competing for space. But those bullish on merger potential say, “Build more hype for SpaceX and Tesla with a vehicle that would use tech from both companies before merging them, and you suddenly have one super corporation that has connections to energy generation and storage, satellite communications, transportation and logistics, artificial intelligence and supercomputing software, robotics, reusable rockets, and semiconductor and chip production.” Such a multi-tethered company could be an interesting platform for military and surveillance applications, government contracts for which tend to bring in plenty of money. This theory helps both Tesla and SpaceX, the latter of which reported almost $4 billion of negative cash flow in the first half of 2026.

Related: Tesla Robotaxis Face Investigation Over Alleged School-Zone Speeding

So with regulatory and safety concerns making the Rocket Roadster practically impossible as a street-legal vehicle (albeit potentially worked around with some kind of “off-road only” lock), not to mention the fact that Tesla’s stunt-performing demonstration vehicles did not allow a view of the cabin, suggesting they’re simplified models rather than complete, full-weight cars, it seems that the Roadster in its ultimate form is destined to be delayed even longer than the nine years we’ve already been waiting, possibly indefinitely. And Tesla’s own fine print for just the Thrust version’s reservation agreement is already tempering expectations. According to Clause 4: “Delivery: You understand that Roadster is still under development at the time you entered into this Agreement, and so we cannot guarantee when your vehicle will actually be delivered or if it will be delivered [at all].”

The Bottom Line: We’re Talking About Tesla, and That’s All That Matters

All of this suggests the Roadster demonstrations were not meant to preview something anybody can own, but to generate hype for yet another cash-consuming dream that needs a miracle to become profitable. Musk is a master of moving debts and leveraging stocks to achieve his objectives, but that may not work forever. For reasonable individuals who want reservations fulfilled, the flying Roadster is pie-in-the-sky stuff, at least for the foreseeable future and at least until the NHTSA gives cold-gas thrusters a pass and the FAA hands out licenses in the mail. Although Tesla has pleasantly surprised me once or twice before, I’ll gladly eat my hat if the Roadster enters production as promised before the end of the decade, never mind 2028. The company took four years to make the Cybertruck, and although that’s far simpler than this Roadster, it still falls short of some of Musk’s promises. To that point, let’s not forget the countless crashes, lawsuits, recalls, and fires that have proven Tesla, like any other company, often delivers imperfect products. Yet no failure seems capable of dimming enthusiasm among Tesla’s most ardent fanatics.

Tesla and Musk have amassed such a large, faithful following that even without meeting targets time and time again, there will always be some willing to wait around, hooting and hollering every time the man makes a crazy statement/promise or moves a self-imposed goalpost. That’s not a political statement (and I hope the comments section stays free of them); Tesla is a juggernaut of a company, and it’s perhaps as demanding of its remarkably talented staff as Apple in the Steve Jobs era, but even with a $1.48 trillion market cap, I struggle to fathom the possibility of a reality in which Tesla will introduce the flying Roadster before its CEO finds another near-impossible side quest to redirect resources towards. And why not? Attention is the new currency, and Musk keeps finding new ways to cash in.

Elsewhere, automakers and shoppers alike have continued to buy into EVs, and Chinese automakers like Geely continue to be at the forefront of that discussion. Having recently broken into the global market in places like Europe, Geely is now set on expanding to North America. Even as I write this, the brand is beginning to sell cars in Canada, and has been selling cars in Mexico for some time. American expansion feels almost inevitable, and the topic is discussed openly by Geely employees. The question is: should American buyers care?

The Long Road To Chinese Cars On American Soil

Before that can even be answered, cars will need to be sold in America. That might feel like a very long path, but one Geely employee told me very confidently that the brand could be selling cars in the States in just three years.

There are some huge asterisks to that remark. First, this didn’t come from Geely higher-ups in any official capacity. Second, those three years contain what could be a huge upset in American politics. With midterm elections just weeks away and a Presidential election in two more years, our political landscape could look very different by the time those three years roll on by.

However, protectionist trade policy is about as bipartisan as things get in American politics right now. Both President Biden and President Trump only begrudgingly allow outside automotive influence here in the US, usually with the requirement that some local palms be greased with factories, production facilities, and the like, before any new automobile can be sold here. The automakers that have managed to cross our shores have largely done so through billions of dollars of investment and decades of patient politicking. Geely seems to think it can bust right on through that and buck the trend.

So What Happens If Chinese EVs Do Come To America?

We’ve already gotten a sneak peek at what some Chinese brands could look like in the US. Like Volkswagen, Geely is a conglomerate of brands, with each fulfilling a different mission. Polestar, a Geely brand, focused on luxury and performance. It was shut down earlier this year over noncompliance with the U.S. Department of Commerce’s Bureau of Industry and Security.

When Polestar did sell cars here, the problem was its cars. The often expensive Polestars were too European for American buyers, focusing on minimalist aesthetics and performance over the usual draws for American EV buyers: range, luxury, and value. The Polestar 2 was a fine little sedan, but cheaper crossover options like the Ioniq 5 sold better because they had a better angle on the American consumer. I doubt this is a mistake that gets made twice.

Other Geely brands do focus on the same, like Zeekr and Lynk & Co. But Geely’s eponymous “home” brand is the entry point, serving up the kinds of affordable vehicles Americans are usually hungry for. I drove the brand’s Starray PHEV, and it’s exactly the kind of car I could see doing well here.

The compact SUV has a boxy, if somewhat bland shape. It’ll fit your stuff and your kids, and you don’t have to fully make the jump to a fully electric vehicle. With a four-cylinder under the hood and about 200 horsepower, it’s the kind of affordable volume model that could propel a brand to success, supposing it isn’t tariffed into oblivion.

So should Americans care about Chinese cars? It’s early, but if Chinese brands can come to the US and compete on price, even budget automakers like Toyota and Hyundai could see some serious competition soon.

As Chinese consumers are increasingly favoring domestic brands over imports, Volkswagen is relying more on its Chinese partners to roll out new models specifically tailored to buyers in the world’s largest car market.

This year alone we’ve seen a slew of new models carrying the VW badge and developed with joint venture partners SAIC, FAW, and JAC Group, as well as technology partner XPeng.

A Stylish Yet Practical Electric Fastback Sedan

The latest China-focused Volkswagen model comes from the FAW-Volkswagen joint venture and it’s called the ID. Aura L5. It’s an all-electric midsize sedan that will join the ID. Aura T6 SUV as the second model in the ID. Aura family of EVs.

FAW-Volkswagen released the first official images of the ID. Aura L5 on October 16, coinciding with the regulatory filing images dropped by China’s Ministry of Industry and Information Technology, according to Gasgoo.

Designed by a Sino-German team, the ID. Aura L5 adopts the “flowing sculpture” design language inspired by the ID. Aura concept car unveiled at the 2025 Shanghai Auto Show.

Billed as a “smart fastback” and “super family sedan,” the ID. Aura L5 is technically a liftback, which will no doubt be a plus for practicality. The power liftgate is said to open beyond 70 degrees with an aperture wider than 39.4 inches (1,000 mm), making it easier to load bulky items.

The ID. Aura L5 retains the concept’s short overhangs and a long wheelbase for a coupe-like stance, while also borrowing elements like the slim headlights united by an LED bar, frameless doors, semi-hidden door handles, and a rear ducktail.

Up to 416 Horsepower Yet Limited to 109 MPH

As far as the dimensions go, the ID. Aura L5 has a similar footprint to the Volkswagen ID. Era 5S plug-in hybrid sedan and Europe’s ID.7 sedan, yet slightly bigger than America’s VW Jetta. It’s 192.2 inches (4,883 mm) long, 74 in (1,881 mm) wide and 59.3 in (1,506 mm) high, with a wheelbase of 111 in (2,820 mm).

Despite the ID. Aura L5’s low-slung, dynamic profile, FAW-Volkswagen says cabin space accounts for 84.4% of the vehicle’s footprint, which is a good space-utilization rate.

The new model will be available in six exterior colors (white, gray, silver, purple, gold, and blue), which indicates that FAW-Volkswagen is targeting younger buyers and their taste for personalization.

According to the regulatory filing, the ID. Aura L5 is based on the locally developed Compact Main Platform (CMP), which is also used by the VW ID. Era 5X SUV.

Power comes from an LFP battery pack that drives either a 208-horsepower (155-kW) rear electric motor in the RWD model or a 416-hp (310-kW) dual-motor powertrain in the AWD version. The top speed will be limited to 109 miles per hour (175 km/h).

We also know that select ID. Aura L5 trims will get lidar sensors for enhanced smart driving capabilities enabling easier and more convenient daily commuting. That’s all the information available thus far, but FAW-Volkswagen is expected to reveal more about the ID. Aura L5, including the driving range, in the weeks leading up to the official market launch in early 2027.

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Geely Is Already Beating Established Brands

September’s registration figures put Geely ahead of Mazda, which recorded 4,417 vehicles, and Honda, which registered 4,149. Geely accounted for approximately 1.47 percent of Britain’s 350,536 new-car registrations that month, according to the Society of Motor Manufacturers and Traders (SMMT).

The brand entered the UK in October 2025 with the EX5 electric SUV. Its range has since expanded to include the smaller EX2 and the Starray EM-i plug-in hybrid SUV, giving buyers more than one option. The momentum also reflects a broader shift in the British market, where Chinese automakers are gaining ground with increasingly varied lineups and expanding retail networks.

A 100-Outlet Network In Less Than A Year

Geely’s latest milestone is the signing of its 100th UK retail outlet, Evans Halshaw Geely Mansfield. Evans Halshaw is part of Lithia, one of Britain’s largest automotive retail groups. There is an important distinction, though: Geely has signed agreements covering 100 outlets, but has not confirmed that all of them are already open. The company had set a target of establishing 100 UK sites by the end of 2026, and the latest agreement puts it on track to meet that goal.

The expansion matters because a wider dealer network gives customers more opportunities to see the cars, arrange test drives and access servicing. Geely’s September registrations suggest that its early UK push is gaining traction, although sustained demand over the coming months will show whether it can maintain that pace against established competitors and other Chinese brands.

Slate Auto is taking a swing at affordable EVs by keeping things basic out of the box and letting buyers go wild with add-ons. The base truck starts at $24,950 and promises about 205 miles per charge. If you want something a bit more SUV-ish, the Squareback and Fastback versions are on the menu, both starting at $29,950.

Slate has already floated the idea of letting owners turn their pickups into SUVs after the fact. Now, thanks to a freshly published patent, we get a peek behind the curtain at how that might actually happen.

Submitted in April (Application No. 20260307578), the application was published last week and was first spotted by CarMoses. Titled Reconfigurable Vehicle, it describes a system that allows a vehicle to switch between passenger-carrying and cargo-hauling configurations without permanently altering its underlying structure.

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A Modular Body That Doesn’t Require Welding

Instead of hacking up the truck or breaking out the welder, Slate’s patent sketches out a frame with built-in spots for bolting on (or off) body panels and structural bits. Think bolts, screws, clamps – the kind of stuff you can actually undo if you change your mind.

The patent drawings show off a few possible looks: open-bed pickup, fully enclosed rear, and everything in between. Roof panels, side panels, rear glass – you can mix and match depending on your mood (or cargo).

One interesting detail is the setup for the rear seats. Instead of simply adding a bench in the back, the patent describes a hoop-shaped frame with pillars and a crossbar that bolts directly to the chassis. This gives the extra seats real support, not just a place in the cargo area.

The patent also tosses around ideas for different panel setups, cargo bed bits, and accessories. Of course, these are just concepts for now – what actually makes it to production is anyone’s guess.

Could Owners Really Convert Their Trucks at Home?

This whole idea fits right in with Slate’s love of customization. In theory, you could have one vehicle that hauls lumber one day and shuttles the family around the next – no need to buy two separate rides.

However, the patent does not say how long a conversion would take, if one person could do every step, or what tools and equipment would be needed. It would also be important to consider structural strength, proper fastening, and safe installation of the rear seats.

At the end of the day, this is just a patent, not a promise. There’s no guarantee every wild idea in the drawings will make it to the showroom. For now, it’s a fascinating glimpse at how Slate might pull off the pickup-to-SUV trick—but we’ll have to wait and see what actually rolls off the line.

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Why A Porsche Fan Chose A Tesla

Porsche 911 driver orders Model Y Performance

Convinced by FSD Supervised, ride quality & Grok SI integration https://t.co/0Jg1mrE4Kb

— Tesla (@Tesla) October 19, 2026

Justin Tse said he never imagined he’d consider a Tesla, with his original plan being to upgrade his BMW X5 to the new one. However, the latest X5’s design (with Neue Klasse styling cues) wasn’t to his taste, so he took a deeper look into the Tesla Model Y Performance.

“A lot of people had told me how good the FSD is, then I was surprised how many of my car friends were quietly thinking about a Tesla too,” said Tse, whose tweet was also shared by Tesla’s official account. He said the Model Y Performance’s attractive design, ride quality, cargo space, and interior also won him over. Now that he lives in a place with home charging, the decision became even more attractive. Based in Canada, there are also incentives in place there that reward the purchase of an EV.

“My 911 covers the fun; this covers everything else,” said Tse. 

His only complaint is the long March-May lead time after ordering the new SUV a few days ago.

Related: New Tesla Model Y Performance Breaks Cover With Major Upgrades

The Perfect Two-Car Garage

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Tse’s 911 is a gorgeous silver example with the Heritage Interior Package. Featuring Cognac leather with Houndstooth inserts, it’s a refreshing specification and something different to the all-black interiors so many customers opt for. 

Regardless of how it’s finished, the 911 still offers a near-perfect sports car experience. Porsche’s classic flat-six engine and the car’s sweetly tuned chassis make for an immensely satisfying driving experience. It’s also practical and comfortable enough to be used as a daily driver. Even so, sports cars cost more to fuel and offer limited versatility if you need to transport extra passengers. That’s where the Model Y Performance comes in.

In the U.S., this Tesla SUV starts at $57,990. That gets you dual motors, all-wheel drive, and enough power to reach 60 mph in only 3.3 seconds; good luck finding an SUV for the same price that’ll keep up with this Tesla. Despite its blistering speed, the Model Y Performance has ample space for five people, a range of over 300 miles, and plenty of features. If you need to leave the Porsche at home, the top Model Y won’t leave you feeling shortchanged if you need to get up to speed on the highway.

The FSD system is now a major reason that many Tesla owners say they won’t drive anything else. In its latest form, FSD can handle complex routes with zero intervention from the driver. It will steer, brake, and accelerate on its own, and drivers can decide how aggressively or smoothly they want the system to behave.

While most of us don’t have $150,000 or more to spend on the perfect two-car garage, the 911 and Model Y Performance duo cover all the bases. One provides the thrills and old-school feel, and the other introduces lower running costs, more space, and impressive refinement—without sacrificing performance.

What It Means

Electric vehicles have come a long way, and it’s undeniable that Tesla has been at the forefront of that change. It all started with the Model S over a decade ago, a sedan that showed EVs need not be slow, awkward to look at, or recharged every 100 miles. Today, that same appeal runs through the entire Tesla lineup.

Here, we have a Porsche 911 enthusiast who not only chose a Tesla SUV as his second car, but chose the Tesla over the brand-new version of BMW’s best-selling SUV. The duality of the Model Y Performance stands out: It provides performance thrills for keener drivers, while FSD delivers everyday convenience that anyone who has to endure the daily commute will appreciate. For the rest of us who can’t have it all, the choice will come down to an engaging gas car or a refined EV. How nice would it be not to have to pick one or the other?

Related: The Tesla Model Y’s “Supervised” Full Self-Driving (FSD) Mode Blew Me Away

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Round 1: The Stunt

Tesla’s “air ready” Rocket trim is a one-seater with thrusters around the car, and Tesla says it’s invite-only and not approved for public roads. The demo included a ramp jump and a kickflip, more like short jumps and hovers, not sustained flight, and reports claim that no one was in the car. Really, it wouldn’t be an exaggeration to call the jump a “party trick,” since lifting off cuts tire load and doesn’t help performance.

The Yangwang’s trick is smaller. BYD’s DiSus-X hydraulic suspension can raise all four corners fast enough to lift the car an inch or two, and it can briefly run on three wheels after a blowout. Most agree the hop has no practical use and is “just cool.” Call it a draw: both are stunts.

Round 2: The Technology Underneath

Tesla’s fan system pulls air from beneath the car for downforce, and the company claims over 2 g of cornering and more than 80 kilonewtons from the thrusters. That is real engineering, but it’s unproven. The Yangwang’s suspension is an electro-hydraulic fully active body control system (combining dual-valve hydraulic dampers, electric motor pumps, and cameras/LiDAR scanning), with road scanning, variable ride height and self-leveling. The jump is a side effect of tech that also improves ride quality. Tesla’s thrusters have no obvious use once the stunt is over.

Round 3: Proof It Exists

BYD sold a U9 Xtreme for $2.76 million at the Beijing Auto Show this year, with at least one unit handed over on site. Production is limited to 30 cars, with more than 3,000 horsepower and a 6:59.157 Nürburgring lap. A U9 Track Edition hit 294 mph at a German proving ground in 2025.

Tesla’s Thrust trim is listed at $245,000, and Rocket has no price. Production is 2028, roughly eight years after the original target. Range goals have also shrunk from 600 miles to “over 300,” according to reports. Tesla even blamed the weather for an earlier demo delay. The thruster-free Performance trim needs a $5,000 deposit and a further $45,000 within 10 days, though we aren’t sure how that adds up to the final price. Nothing about the Roadster is verifiable on the road yet.

The Winner: Yangwang U9

The label fits. Tesla’s flying car is a demonstration of what might ship in 2028, with thrusters that aren’t road-legal. The Yangwang’s jump is a gimmick too, but it rides on suspension tech that exists, works, and has been sold. Tesla’s fan downforce could prove real, and BYD’s claims are largely self-reported. What to watch: whether Tesla shows a verified 0-60 run, a timeline for the Performance trim, and a clear explanation of how a thruster car clears certification. Until then, the technology is Chinese, and the gimmick is American. Even Chinese rivals are impressed, as per a report from Global Times. Li Bin of NIO said, “We definitely don’t have this,” while XPENG’s He Xiaopeng stressed that certification will take years.

France And Germany Lead Europe’s EV Push

Germany recorded 88,724 battery-electric registrations in September, giving EVs a 34.6 percent share of its market. France was close behind in market share terms, with fully electric vehicles accounting for 41.7 percent of registrations, or 65,243 cars. The Nordic countries remained further ahead in the transition: Norway’s BEV share reached 98.8 percent, followed by Denmark at 88.8 percent, Finland at 62.7 percent and Sweden at 49 percent.

The contrast between countries is striking. Battery-electric cars accounted for roughly half of new registrations in Ireland, Portugal, Belgium and the Netherlands, while the Czech Republic, Italy and Poland remained among the markets with the lowest EV adoption, with shares of 11.2 percent, 7.6 percent and 6.2 percent, respectively. Incentives, vehicle availability and local market conditions all play a role in how quickly drivers switch to electric power.

EV Growth Continues Despite Policy Uncertainty

September’s surge also helped push Europe’s year-to-date battery-electric registrations to 1.98 million, up 38.1 percent compared with the same period in 2025. Automakers have been expanding their electric lineups, including with more affordable models designed to attract buyers who might otherwise stick with petrol or hybrid vehicles.

The strong numbers arrive as European policymakers debate how to balance emissions targets with the pressures facing the auto industry. France and Germany recently agreed on a position aimed at softening proposed EU car emissions rules. That policy debate does not appear to have stopped September’s sales momentum, although one strong month alone cannot establish how the market will perform over the longer term.

For automakers, the message is clear: electric cars are taking a larger share of Europe’s new-car market, but adoption remains uneven across countries. Keeping the momentum going will depend on pricing, model choice, government support, and whether buyers continue to see an electric vehicle as a practical alternative to a conventional car.

Batteries degrade over time. Whether it’s phones, laptops, or even cars, you, as the owner, will notice a drop in performance as the batteries degrade. How fast batteries degrade depends on a number of factors, but this guy takes it to another level with this 2019 Chevrolet Bolt EV.

Seven years is a lot of time for an EV to be on the road, and the Chevrolet Bolt is far from perfect, having experienced a recall in the past. This particular model went in for a recall at 138,000 miles. After that, the Bolt went another 330,000 miles before the battery pack was replaced again.

Still on the Original Motor

The battery pack is considered a consumable item on EVs. Charging and discharging are part of an EV’s wear-and-tear cycle, but what’s impressive about this Bolt is that it’s still on its original electric motor after about 470,000 miles.

Out of Spec Renew, the video’s poster, noted that the Bolt had its suspension parts and wheel bearings replaced during its life. Impressive, considering these parts outlasted the car’s motor.

With the old battery pack, the Bolt couldn’t go into drive, reverse, or charge. When the old battery pack was opened, it revealed widespread swelling and a low voltage. Those familiar with battery health and degradation will know these are signs the pack needs replacing. Because of how electric vehicles are assembled and packaged, the only way to physically check is to open the cells and inspect them.

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Beyond 470,000 miles

To keep the Chevrolet Bolt EV on the road, I had to procure a replacement battery. The replacement pack came from an even older model from 2017, and its mileage was estimated at around 10,000 to 15,000.

Now, getting the replacement pack working wasn’t plug-and-play. Some software wizardry was required to tell the car that there was a new battery. After some tries, the car was up and running again.

The estimated cost of a second-hand battery, the installation, and labor totals about $2,651. The breakdown includes a $1,800 bill for the second-hand battery, $800 in labor, and $51 for the software programming. For a typical customer repair, the pack is estimated at about $2,500 to $3,000, which is reasonable if you don’t factor in the Bolt’s second-hand value.

After the battery replacement, the car is running, but it’s still far from perfect. There are a few more minor things to address, which include the leaking passenger-side axle seal and a gear reduction oil change. At this age, it’s also a good idea to change the coolant in the battery and fully charge the cells. I mean, it’s still a car that’s been run for nearly half a million miles.

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Rivian’s Early Access Self-Driving Beta Program Opens

This news, first noted by Autoguide, means Rivian has already been testing self-driving on various routes, but it wants owners to try the feature so they can point out any flaws or subtle irritations its development team might not have picked up on. Anybody with the refreshed R1T or R1S, or the new R2, can apply to the program so long as they have an active paid $2,500 Autonomy+ subscription, but Canadian owners and those with Gen 1 R1s are left out, at least for now. The program is also only kicking off in California and Florida to begin with, but other states will follow. Rivian’s head of autonomy and AI, James Philbin, says the automaker is aiming to launch publicly before the end of 2026, with a wider rollout in 2027. Meanwhile, Rivian CEO RJ Scaringe recently said true self-driving cars will be here before 2030 (though he previously said it would happen by 2026).

Related: Volkswagen Reportedly Pulls The Plug On €1.5 Billion Self-Driving Project

For the uninitiated, Point to Point takes Rivian’s Universal Hands-Free tech and wires it directly into the turn-by-turn navigation system, so instead of just keeping a vehicle in a lane without the driver’s hands on the wheel, it can follow an entire route as long as the driver keeps their eyes on the road. That means it’s a Level 2 system; while the Large Driving Model is a highly advanced, in-house-developed Rivian software system that interprets what the 360-degree sensor suite sees through its cameras, radars, and solid-state LiDAR, deciding how the EV should react, the driver still needs to be ready to take over and should always be prepared for the vehicle to make a mistake.

How Access to Rivian’s Self-Driving Beta Works

If you want a chance of being invited to try Point to Point out, the primary Rivian account holder can apply through the Autonomy Early Access tile on their Rivian.com account (secondary users won’t see it and therefore won’t be able to test the tech if they drive the vehicle under their profile). Rivian then evaluates how often the owner already uses Autonomy features and their recent safety record, which will include how often alerts like forward-collision warnings were triggered. If you are approved, you will be expected to meet certain weekly obligations, like using the preview features and issuing reports (logged on the touchscreen). Rivian will also want you to complete a monthly survey, and you must agree to share location and camera data under a non-disclosure agreement.

Rivian will reassess who stays in the program every 30 days, and if you’re dropped, it could happen without warning. Even if all this sounds good to you, you may not be approved or may be dropped after a short while if Rivian needs more variety in the models and regions testing Point to Point. As noted earlier, California and Florida will lead the testing, but depending on where the most interest is expressed, other states will follow, and owners need not reapply if they miss out on this first group.

The Tesla Roadster’s going to get another trick up its sleeve. Rather than chasing some other impossible aerial maneuver, it looks like Tesla is targeting something else in the near future. With over a thousand horsepower, the electric performance vehicle can deliver a riveting performance.

Now, there is news that Tesla is targeting 330 miles per hour with the Performance trim of the Roadster. That model is capable of 1,350 horsepower and 1,033 lb-ft of torque. Tesla’s Chief Designer, Franz von Holzhausen, and Vehicle Engineering VP, Lars Moravy, told Top Gear that a future version will reach 330 miles per hour.

… 330 miles per hour

How the team will achieve this has yet to be seen. According to initial top-speed claims, the Roadster can reach up to 214 miles per hour in its current form. However, the brand still wants more out of the Roadster, and it has set its sights on a much higher top speed.

The current record holder is the Yangwang U9 Xtreme (U9X), with a top speed of 308.4 miles per hour, logged at the ATP Automotive Testing Papenburg facility in Germany. It appears that Tesla is setting its sights on an even bigger goal for the production road car land speed record. At 330 miles per hour, things get intense, and we know brands like Bugatti go to extreme lengths to push their cars past 250 miles per hour. Safe to say, Tesla has its work cut out for it.

One of the first things Tesla may need to do is increase motor output. The Yangwang makes 3,000 horsepower, while the Tesla only makes 1,350 at the moment. Reaching 330 miles per hour may boost the Roadster’s output to around the same level. Tesla hasn’t clearly stated how it’ll achieve the eye-watering top speed just yet; however, I think the brand should focus on releasing the model to consumers first, especially those who have already put down a reservation.

Variables

At the moment, the Tesla Roadster’s other specifications remain under wraps; however, we do know the model will deliver up to 1,350 horsepower and 1,033 lb-ft of torque, and can achieve up to 320 miles of range on a single charge. Battery capacity is still unknown, but the Roadster charges from 10% to 80% in just under 15 minutes with 500kW charging.

Beyond the powertrain, the Tesla Roadster also looks like a serious performance machine. Top Gear reported that it weighs less than 3,747 lbs in its lightest configuration. The numbers alone are enough to consider it a serious performance vehicle. Add the fact that it has a few party tricks up its sleeve, and that Tesla is not done improving it, and you could say that the near-decade-long wait is about to be extremely worthwhile.

Mercedes-Benz recently unveiled the AMG GT SUV with a lot of promise, including an all-electric powertrain capable of producing up to 1,153 horsepower. That makes the AMG GT SUV and its sedan counterpart, the AMG GT 4-Door Coupe, the most powerful Mercedes-AMG production models on paper, beating even the AMG One, which uses a Formula 1-derived powertrain.

What has polarized enthusiasts, however, is the styling, particularly the rear end, which features six round taillights set within a black surround. It’s a departure from traditional AMG styling, which may help distinguish the EV from its combustion-powered counterparts. However, early reactions suggest the design hasn’t made the best first impression. But would that sentiment change once the SUV is seen on public roads in natural light? A video shared by joelre98 on Instagram offers an early look at the EV without the carefully controlled lighting and polished presentation of official press photos.

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Into The Wild

The spotted Mercedes-AMG GT SUV could be seen reversing off a truck before driving into an AMG facility. The EV’s full-size proportions were apparent, as it didn’t look significantly smaller than the G-Class that drove by, despite adopting a low-slung, coupe-like body. It’s somewhat reminiscent of the Hyundai Ioniq 5, whose hatchback-like styling can make it appear smaller in photos than it actually is in person.

But the bigger talking point is the styling. The front end may be easier to appreciate, with a large, concave grille and additional vents that make the vehicle look somewhat like a marine animal. These also give it a sportier appearance, unlike the Lucid Air, which looks more like a luxury chauffeur car but can produce 1,234 horsepower in Sapphire trim and outperform renowned supercars.

The rear end is arguably the most controversial area of the AMG GT SUV, featuring circular taillights somewhat reminiscent of those on the Ferrari Luce, another EV scrutinized over unconventional styling. The six-light arrangement also appears on the AMG GT 4-Door Coupe, suggesting the layout could become a signature design element for future AMG EVs.

Should EVs Look Different?

The AMG GT SUV reflects how automakers are taking different approaches to styling their EVs. BMW introduced a new design language with its Neue Klasse EVs, though it will also influence its combustion-powered models, while brands like Audi and Mini have retained familiar styling across their gas and electric vehicles, making some versions difficult to tell apart at first glance.

Whether Mercedes-AMG’s approach is a good thing could depend on how well the design grows on people. In the U.S., the AMG GT SUV will arrive at dealerships in summer 2027. It will be available in three trims: GT 53, GT 55, and GT 63, with the latter producing 1,153 horsepower from a tri-motor setup on the 800-volt AMG.EA platform.

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The GLC Electric Went Further While Using Less Energy

The range result wasn’t the only encouraging part of the test. The EPA estimates that the GLC 400 consumes 33 kilowatt-hours of electricity per 100 miles, but Edmunds measured just 28.4 kWh per 100 miles. That represents roughly 14 percent less energy consumption than expected, suggesting the SUV could be more efficient in everyday driving than its official figures indicate.

Edmunds uses a mixed route consisting of 60 percent city driving and 40 percent highway driving, with an average speed of 40 mph. The test also keeps vehicles within 5 mph of posted speed limits and runs the climate control at 72 degrees. That approach differs from driving exclusively on a highway at a steady speed, although individual results will still vary with weather, speed, terrain, and driving style.

How It Compares With Other Electric SUVs

The Mercedes’ 392-mile result puts it ahead of several electric luxury SUVs tested by Edmunds. The 2027 Audi Q6 E-Tron Prestige covered 337 miles, while the 2025 Cadillac Optiq managed 339 miles. The 2024 Porsche Macan 4 Electric reached 352 miles, still falling 40 miles short of the Mercedes.

The GLC 400 Electric combines a 94-kWh usable battery with two electric motors producing 483 horsepower and 590 lb-ft of torque. It can also accept DC fast charging at up to 330 kW, with Mercedes estimating a 10 percent to 80 percent charge in about 22 minutes under ideal conditions. The result gives the electric GLC a strong early showing, though it remains to be seen whether owners will consistently achieve similar range outside controlled testing.

“Don’t try this at home”; instead, try it at Tesla’s Texas headquarters on a looping track with the special Tesla Roadster. The stunt that the American electric automaker pulled off is one for the history books. That said, future owners of the Tesla Roadster in the right trim will be able to replicate the launch stunts themselves in the near future.

Robert Scoble posted on X about the Roadster, saying that it’s a car that you don’t actually drive. In a nutshell, you’re just telling computers what to do, and the car responds. Elon Musk replied, saying Tesla will have a wild looping track for customers to test their Roadster.

True.

You will be able to ask the Roadster to perform any of the tricks shown autonomously, as it will be sentient.

Also, we will have a wild looping track (crazier even than Hot Wheels) at our Texas HQ where you can test out your Roadster.

— Elon Musk (@elonmusk) October 17, 2026

“Even Crazier Than Hot Wheels”

If you’ve ever had one of those Hot Wheels playsets with the loops, you’ll know exactly what I’m talking about. Heck, maybe you even got to drive one of those sets in a video game like Forza Horizon 5 (not the one set in Japan). However, what if you could “drive” a loop track in real life? Musk said in his tweet that there will be a wild looping track at the Texas HQ where Roadster owners are welcome.

On top of that (literally), he also said the Roadster will be “sentient,” in response to Scoble’s comment that drivers won’t really drive the Roadster. Musk’s reply says a few things, including that Roadster owners will be able to replicate the stunt, albeit autonomously and with the right kit.

What Musk didn’t say, however, is when the test track will be open and when the autonomous stunt features will be made available. We know the Roadster is planned for production in 2027 and 2028, as the car is still not road legal. Despite waiting over a decade for a Roadster, long-time wait-listers will still have to wait a bit longer.

Musk, however, hasn’t shared any more information. We want to know how big the loops are, how long the track is, and whether there will be other attractions on top of that. For now, we’re keeping an eye out for more news on this.

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Not For Everyone

There is a catch, though. To pull off those launch stunts, you might need at least the “Thrust” variant of the Roadster, which Tesla is currently taking $250,000 reservation deposits for. The Rocket version, however, is invite-only.

At its core, the Tesla Roadster features active aero with a multi-mode ground-effect suction system for high downforce and low drag, allowing the road-going base Performance version to go from 0 to 60 miles per hour in just 1.6 seconds, or so Tesla claims. Tesla’s already taking $50,000 reservations for this trim at the time of writing.

The Thrust is the flashy one, equipped with the same active aero system as the base trim, but it adds SpaceX-developed cold-gas thrusters and claims an even crazier 0 to 60 of 0.9 seconds. This model will likely be the one to get if you want to maximize the planned loop track at Tesla HQ.

However, the craziest of them all is the Tesla Roadster Rocket: it has 10 cold-gas thrusters around the perimeter, plus some at the back to accelerate even faster, and it claims a 0 to 60 time of just 0.59rgh seconds.

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Jaguar’s history is sacred to the automotive industry; it once stood as a pillar of British premium motoring, representing the old-world idea of luxury. However, the years haven’t been kind to the brand, forcing it back to the drawing board and prompting a relaunch as a modern, younger, hip, forward-thinking brand. Many people have shared their opinions on the rebranding and new direction; not many have been favorable.

The same sentiments cropped up again when Jaguar officially launched its first new car under the new brand direction. The Type 01 is the final rendering of the sedan Type 00 concept shown a few years ago. Opinions on the Type 01 are divided, but a rendering of it as an SUV might reverse the negative opinions.

Type 01 SUV Rendering

People have said that the Type 01 sedan looks nothing like a Jaguar should, but that’s final, and there’s nothing we can do about it. My main issue with the 01 sedan is that the design doesn’t blend well as a sedan; it looks too polarizing, with proportions like the car in The League of Extraordinary Gentlemen.

However, we know the sedan is likely just the first form of the 01, and that an SUV will debut eventually. Sugardesign_1 on Instagram produced his own renders of what a Type 01 SUV would look like, and the results are surprisingly good. The “Exuberant Modernism” design language fits an SUV better. Instead of the awkward low and long silhouette of the sedan, the SUV render’s higher roofline and taller ride height make the design more cohesive, to the point that maybe it should’ve been an SUV in the first place. It also integrates the striking and controversial no-rear-window slatted design better, but it’s more obvious now than on the sedan.

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Generic-looking?

As good as these renders are, some still find the Type 01 lacking any identity. Some users commented on Sugardesign_1’s Instagram that while it looks better as an SUV, it looks too generic and could pass off as a car from Hyundai, Kia, or any Chinese EV. Sadly, I tend to agree: the Type 01’s overall Monolithic and modern design isn’t a standout as an SUV; instead, it blends in.

In any case, if Jaguar actually makes a Type 01 SUV in this form, I’m betting it would sell much better than the sedan it follows. We might not have to wait long to see this, because Jaguar did say a second model is set to debut by 2030.

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What’s next for Mercedes-Benz’s G-Class? Is it going to get new features? A new interior? Or even a totally new redesign? Will Mercedes change the formula of one of its best-sellers, or will it remain the same?

Perhaps it would be a bad move to wholly update the look of the G-Class. It’s a staple status symbol for Mercedes-Benz, and changing it too much could ruffle a lot of feathers. The German automaker has learned from its missteps with its hybrid AMG models, which have missed the mark with enthusiasts. Now the brand is turning over a “old” leaf, so to speak, according to its CEO.

“Not losing its soul”

In a recent media roundtable, Road and Track, along with other members of the media, sat down with Mercedes executives to talk about the brand’s next steps. One of the topics was the Mercedes G-Class, and what the next generation will bring.

Stefan Weckbach is the CEO of Mercedes-AMG, and he oversees the G-Class and the Maybach businesses of the brand. When asked about the full-size SUV, he said: For the G-Class, we need to make sure that it’s going to be transferred to the future, but not losing its soul. And this is a big challenge. We’re working currently on the next-generation, and we will make sure that it stays a G-Class.”

Enthusiasts might throw back Weckbach’s statement at him, perhaps asking him to “make sure that it stays a G-Class.” For years, the G-Class has remained largely unchanged, save for updated powertrains, features, and safety standards. Long-time fans will be pleased to know that the Mercedes G-Class will continue to stay a G-Class into the future.

The automaker’s executives also noted that it will adopt a similar mindset for the rest of its lineup, emphasizing enduring traits like “safety, quality, ride and drive, longevity,” and listening to its loyal, pre-existing clientele.

Looking into Mercedes’ current portfolio, it doesn’t seem like it hit the mark with its latest creations. Perhaps the new-new models will be different.

V8s (and V12s?) in the Future

After the importance of listening to its fans was brought up, the media then shifted topics, asking about the reaction to the new four-cylinder hybrid C63. Mercedes-Benz CEO Ola Källenius defended the brand’s technical achievement with that powertrain, but admitted that they had misjudged its audience, and stated: “What we perhaps underestimated at the time was the good old V-8 crowd is a pretty good crowd. So you did not get the whole tribe with you,” he said.

Continuing on, Weckbach then confirmed that the brand is going back to the V8 engine for its incoming V8-powered CLE63, stating that “we learn from the reaction of our customers, so we go back to what our customers love: the V-8 AMGs.” Weckbach also confirmed that the new CLE63 is slated for a launch next year.

What about the V12 buyers? Well, Källenius then said to “watch this space.” Does this mean that V12 Mercedes fans will still continue to get their fill? Anyway, with all that being said, it appears that Mercedes has admitted that it has made a few mistakes along the way, and that listening to its core fan base is the right move going forward. Thankfully, the brand looks like it’s going to remain true to its identity moving forward, at least for now.

One of the most talked-about automotive developments was the unveiling of the next-generation Tesla Roadster, particularly when the EV demonstrated its SpaceX-developed cold-gas thrusters, which allowed it to soar into the air, flip midair over other Teslas, and land safely. Tesla CEO Elon Musk described that capability as “flying,” although some have called it a brief aerial maneuver.

Alef Aeronautics also appeared to take a jab at Musk’s claim. The California-based startup recently posted a video of its flying-car prototype on social media, showing it flying over several vehicles, including a Cybertruck and an original Roadster, with significantly longer airtime. It also sent a message to Tesla, welcoming the EV maker to the “flying car race,” where it has been for 11 years.

Welcome @Tesla and @elonmusk to the flying car race! We’ve been here for ELEVEN YEARS! pic.twitter.com/PBJTzK4NOS

— Alef (@AlefAeronautics) October 16, 2026

Different Ways To Get Airborne

Unlike the Tesla Roadster, which uses cold-gas thrusters, Alef’s prototype uses eight electric-powered propellers, similar to a drone. Its planned production vehicle, called the Model A, is claimed to have a 220-mile driving range and a 110-mile flying range. However, its use remains heavily restricted.

The FAA has already granted an Alef prototype a special airworthiness certificate, but flights are restricted to limited locations for exhibition, research, and development. Still, that can be considered one step closer to bringing flying cars to market. More importantly, at least in the emerging flying-car segment, that’s a certification Tesla has yet to secure for the Roadster.

While the Model A appears to be the more convincing flying-car concept right now, perhaps the Roadster has more tricks up its sleeve. During its long-awaited unveiling, the Roadster showcased a fan-based suction system similar in concept to the McMurtry Spéirling, allowing the EV to drive upside down on a Hot Wheels-like ramp. Of course, there’s also the electric powertrain most owners will use, which, when paired with cold-gas thrusters, enables a claimed 0-to-60 mph sprint in under 0.9 seconds. The invitation-only Rocket version is claimed to be even faster, at just 0.59 seconds.

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The Sky’s Not The Limit

These projects may appeal to sci-fi fans, but as of this writing, they still face questions about regulatory approval, practical everyday use, safety, and commercial viability.

Tesla and Alef have also begun accepting reservations for their entries into the flying-car segment. The Roadster requires a $50,000 deposit for the Performance version and $250,000 for the Thrust version. Meanwhile, the Model A is expected to start at around $300,000, with a much cheaper reservation deposit of $150 or $1,500 for a priority spot.

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