JLR says buyers are willing to pay extra to get “the best of the best.”
Range Rover is eager to further differentiate its models from rival brands.
Jaecoo models such as the J5 and J7 have been compared with Range Rovers.
Jaguar Land Rover isn’t concerned about vehicles emerging from China with designs suspiciously similar to its own, noting they cannot match the heritage of Range Rover and have so far yet to impact the brand’s sales.
Of all the new SUVs being launched by Chinese brands, none have drawn more comparisons to existing Range Rover models than those from Chery-owned Jaecoo, specifically the J5 and the J7, often labeled as the ‘Temu Range Rover.’ We tested the J5 recently, though it obviously doesn’t compete in the same segment as any Range Rover. Speaking with Australian media recently, global Range Rover managing director Martin Limpert said if anything, having its designs copied is a “compliment.”
“If other brands… copy our designs [it] is a signal that within the luxury world our design seems to be inspirational… what is important for us is to stay [as] the original – that’s why we will keep evolving,” Limpert told Car Sales. “It’s probably a bit of a badge of honor – we take it as a compliment.”
Range Rover Still Stands Out
Jaecoo 7
Limpert went on to add that people buy a Range Rover because “they want the best of the best,” and they’re willing to “pay the extra money” for it.
“We are operating from a position of strength… having that British originality, design and engineering ingenuity built over more than five decades and five generations of Range Rover has specifically brought us into a position where we are thankfully synonymous with the choice of [world] leaders.”
As impressive as some new Chinese vehicles are, they obviously lack the heritage and name cachet of some legacy brands. However, recent sales trends show that car buyers in the lower end of the market are buying Chinese cars in growing numbers, often won over by their value. Buyers in the premium and luxury segments are very loyal to the brands they like, however, and it won’t be easy for new entrants to sway shoppers out of car companies they already trust.
Moving forward, Range Rover’s global marketing boss Ryan Miller added that the company will continue to differentiate its models from the competition. One obvious example of this is the new low-slung GT, set to launch soon as the brand’s fifth model.
New Dacia Spring is a Euro-made budget-friendly urban EV.
It has a Renault platform, 80 hp and a 155-mile WLTP range.
The entire lineup will be priced under €20k before subsidies.
Dacia has unveiled a new generation of the Spring, marking a complete overhaul for one of Europe’s most affordable urban EVs. The small hatchback is built on Renault bones, promising a 155-mile range, clever design features and a sub-€20k ($23k) price tag. Unlike its Chinese-built predecessor, the new Spring will be manufactured in Slovenia, avoiding import tariffs in Europe.
The new model swaps the aging CMFA-EV platform of its predecessor for the new RG-EV architecture. This is another name for the AmpR Small platform, already underpinning the Renault Twingo E-Tech, Renault 5 E-Tech and Nissan Micra hatchbacks.
Power comes from a Twingo-sourced electric motor producing 80 hp (60 kW / 82 PS) and 175 Nm (129 lb-ft) of torque, sending power to the front wheels. The 0-100 km/h (0-62 mph) sprint is completed in 12.1 seconds and top speed is limited at 130 km/h (81 mph). Energy is stored in a small 27.5 kWh Lithium Iron Phosphate (LFP) battery pack, offering up to 250 km (155 miles) of WLTP range.
The battery needs 28 minutes to charge from 15-80% when connected to a 50 kW DC fast charger, or 2 hours and 55 minutes from a 7 kW wallbox using the standard AC charger.
The shift to the new platform gives the urban EV different proportions and a larger footprint while keeping weight low at 1,212 kg (2,672 lbs). The new Spring is 150 mm (5.9 in) longer and 180 mm (7.1 in) wider compared to its predecessor, stretching to 3,850 mm (151.6 in) long. It is also 61 mm (2.4 in) longer than the Renault Twingo E-Tech twin, while adopting a different styling language.
Unlike the Renault which is known for its frog-style headlights and soft curves, the Dacia looks less playful and more utilitarian. Designers gave it boxy LEDs, a generous amount of plastic cladding on the bumpers, conventional door handles and steel wheels measuring 15 or 16 inches in diameter.
Inside, the larger body translates to a more spacious cabin although the model retains the four-seater layout. The cargo space has a capacity of 337 liters (11.9 cubic feet) and grows to 1,283 liters (45.3 cu ft) when folding the 50/50 split rear bench. Dacia has also added a optional 18-liter (0.6 cubic feet) frunk, plenty of storage solutions around the cabin, and the modular YouClip accessory mounting system.
The dashboard appears to be covered in hard plastics with a large piece of colorful trim above the practical tray breaking the monotony of black. The standard 7-inch digital instrument cluster is joined by a 10.1-inch infotainment display on the flagship Journey trim, although the entry level Expression will be limited to a smartphone mount.
Occupants are treated with fabric seats and scratchy plastics on the door cards, designed to keep the costs low. Finally, the model has a familiar “My Safety” button allowing the driver to quickly disable or enable ADAS.
Production of the new Dacia Spring takes place at the Novo Mesto plant in Slovenia alongside the Renault Twingo E-Tech. The market launch is expected in late 2026, with the first deliveries scheduled for early 2027. Dacia has yet to announce detailed pricing but confirmed that all variants will cost under €20,000 ($23,000) before local EV subsidies.
This suggests that the new model will be more expensive compared to the outgoing Chinese-built Spring, which started from a heavily discounted €11,900 ($13,800) in Germany earlier this year. The latter will remain on sale alongside the new generation for a transitional period, serving as a cheaper alternative.
The new Spring is one of four new Dacia EVs set to debut by 2030 according to the official roadmap, including the upcoming Sandero EV with a slightly larger footprint.
2028 AMG C-Class EV prototype shows off its deployable rear spoiler.
AMG division is developing active aero, rear steering and a firmer chassis.
Rumored 778 hp output would help it outrank AMG’s smaller CLA 45 EV.
Another electric AMG is creeping closer to production, and this time it’s literally raised its game. Fresh spy shots of the upcoming AMG C-Class EV have caught its pop-up rear spoiler deployed, giving us another clue about the car Mercedes hopes will keep the electric BMW M3 honest.
The regular electric C-Class debuted in April, but AMG’s version is still undergoing development ahead of an expected 2027 launch. Curiously, this latest prototype is actually more disguised than the one we saw in June, with additional camouflage obscuring the taillights and lower doors, suggesting its an older test car. But at least it forgot to hide the interesting bit.
Rising from the trunk lid is the active rear spoiler we’d previously suspected was lurking there. Sources say the AMG will use active aerodynamic hardware to genuinely key the fat tires into the road surface, so the wing isn’t simply an elaborate way of telling everyone you bought the expensive C-Class.
Elsewhere, this prototype wears different wheels from the last one we spied, while the production car is expected to get a more aggressive AMG body kit. Underneath, Mercedes is reportedly developing modified air suspension and rear-wheel steering, with AMG promising an “authentic experience” covering performance, handling and even sound.
Can fake sounds be authentic? The recently revealed electric CLA 45 uses synthesized combustion noises, simulated gearshifts and even active seat shakers to replace some of the sensations EVs normally delete. So we expect similar features in the electric AMG C-Class, and plenty of power to go with them.
778 HP Rumored
SH Proshots
Mercedes hasn’t confirmed the specs of the AMG C-Class, but between what we already know about the CLA 45 and the C400 4MATIC Electric, and rumors coming out of Affalterbach, a Yasa tri-motor setup producing around 778 hp (789 PS / 580 kW) seems likely.
The hot C-Class will need serious muscle simply to outrank the CLA 45, which already produces up to 671 hp (680 PS / 500 kW) from its own three-motor powertrain. The standard C400 4MATIC Electric, meanwhile, has two motors and makes a more modest 482 hp (490 PS / 360 kW). The C400 also supports DC charging at up to 330 kW and can travel up to 473 miles (762 km) on a charge, though the AMG C-Class won’t match those figures if it retains the C400’s 94 kWh battery.
Ultimately, though, AMG’s biggest challenge won’t be beating its little brother. BMW is preparing its first electric M3, meaning two of Germany’s defining performance sedans are heading into the battery era at roughly the same time.
VinFast has suggested the tiny VF 2 could eventually be sold outside Vietnam.
The two-door microcar has 40 hp, a top speed of 50 mph, and 130 miles of range.
Company implied it could be positioned as a golf cart alternative like the Topolino.
VinFast had grand ambitions, but things didn’t go according to plan. However, the company isn’t giving up and recently hinted their new microcar could eventually come to Europe and the United States.
In a meandering press release, VinFast Canada said the “microcar is quietly making a comeback.” They went on to note the success of the Citroën Ami and Fiat Topolino, the latter of which is now available in America.
The company then pivoted to the VF 2, which is their smallest model. The two-door, four-seater measures 121.7 inches (3,090 mm) long, 58.9 inches (1,496 mm) wide, and 65.5 inches (1,663 mm) tall with a wheelbase that spans 81.3 inches (2,065 mm). To put those numbers into perspective, the Fiat 500e is over 21.3 inches (540 mm) longer.
While the VF 2 is tiny, it only costs $7,214 (đ188 million) in Vietnam, which is “roughly as much as a premium motorcycle.” Despite the bargain basement pricing, the company noted the model has LED headlights, air conditioning, a 7-inch display, and 13-inch alloy wheels. They’re joined by a handful of safety features including a driver’s airbag, anti-lock brakes, and a traction control system.
Power comes from an 18.3 kWh battery pack, which feeds a rear-mounted motor developing 40 hp (30 kW / 41 PS) and 48 lb-ft (65 Nm) of torque. This enables the car to have an NEDC range of up to 130 miles (210 km). When the battery is low, a 24 kW DC fast charger can take it from 10% to 70% in approximately 34 minutes.
Those numbers aren’t very impressive, but VinFast noted they’d be perfect for the “urban commuter who drives alone.” That’s a relatively niche market, but a super cheap car certainly has some appeal, even if the top speed is limited to 50 mph (80 km/h).
While the automaker acknowledged they haven’t announced plans to bring the VF 2 to North America or Europe, they added such a decision “would not be entirely out of place.” The company went on to say that, “In many developed markets, even entry-level vehicles have become increasingly expensive, with the average new vehicle selling for more than $50,000 by the end of last year.” This suggests they see a place for something far cheaper.
The company went on to imply the VF 2 could follow in the footsteps of the Topolino and be positioned as an alternative to golf carts for neighborhood transportation. As they noted, “Walk through many newly developed residential communities in the world today, and it is no longer unusual to see golf carts being driven well beyond the golf course. Their popularity suggests there is demand for small, simple vehicles designed primarily for short urban trips.”
Top performers include the Hyundai Ioniq 5, Audi Q8 e-tron, and BMW i4.
Mercedes CLA retained 94 percent health, but the Model Y retained just 90.3 percent.
The largest ever EV battery degradation study also revealed several weak options.
Battery degradation has long been one of the reasons new car buyers have held out on purchasing an EV. However, data from a new study reveal that the top-performing EVs lose less than 5 percent of their range after 93,205 miles (150,000 km) of driving, meaning battery packs will easily last the average life of most new cars.
The study, published by Aviloo, has been labeled the largest independent study of used EV batteries ever conducted. More than 500,000 battery tests have been published, and the results show how 20 of the industry’s most popular EVs perform.
The Hyundai Ioniq 5 performed best after 31,068 miles (50,000 km) of testing, retaining 97.1 percent of its original usable capacity. Other strong performers after 31,068 miles included the Mercedes-Benz CLA at 96.6 percent, the Hyundai Kona EV at 96.3 percent, the Audi Q8 e-tron with 95.7 percent, the BMW i4 with 95.6 percent, and both the Volvo XC40 Recharge and VW ID.4 at 95.2 percent battery retention.
After 93,205 miles of driving, the Mercedes-Benz CLA came out on top with a battery health of 94 percent. This placed it ahead of the Hyundai Ioniq 5 (93.6 percent), Hyundai Kona EV (93 percent), Volvo XC40 Recharge (92.8 percent), Ford Mustang Mach-E (92.5 percent), and the Polestar 2, also at 92.5 percent.
Several popular EVs did not perform as well as the competition. Most notable was the Tesla Model Y, which retained just 90.3 percent of its battery capacity after 93,205 miles, and the Tesla Model 3, which retained 88.9 percent of its battery capacity. Other poor performers included the Renault Zoe (87.3 percent), Mini Cooper SE (87.1 percent), and Nissan Leaf (86.7 percent), all of which have relatively small batteries.
Importantly, the results of this study don’t mean every Mercedes-Benz CLA will have 94 percent battery health after 93,205 miles, or every Peugeot e-208 will have 90.7 percent battery health. The study examined the median across all vehicles and found that good and bad examples of the same car can have battery health ratings that vary by as much as 13.5 percent. Nevertheless, the study demonstrates just how good current EV batteries are.
VW ID. Polo EV buyers could wait 10 months for delivery, German media says.
More than 30,000 orders landed before customers could even take a test drive.
The related Skoda Epiq and Cupra Raval are also experiencing strong demand.
Waiting an eternity for delivery of a new Ferrari or special Porsche is to be expected. But waiting almost a year for a Volkswagen Polo? That’s reportedly what some buyers of the new electric ID. Polo face after demand for VW’s affordable EV blew past expectations.
VW’s order books have already swallowed more than 30,000 European ID. Polo orders, despite customers initially having to commit without seeing the car at a dealership, let alone taking a test drive, according to German media.
“The entire ID. Polo range is sold out. The waiting time is at least ten months,” the head of a major VW dealer group told Automobilwoche.
That makes ordering a bespoke ID. Polo potentially more patience-testing than ordering something vastly more exotic. McLaren Palm Beach, for instance, says a factory-ordered McLaren can take anywhere from “eight weeks to six months,” although it cautions that exact delivery dates can’t be guaranteed.
Order Today, Get It June 2027
Of course nobody is genuinely cross-shopping an ID. Polo and a McLaren. One costs €24,995 ($32,400 / £23,945) and the other around 10 times as much. But the comparison highlights how unusual a 10-month queue is for a mainstream small car.
VW says it’s now increasing output at its Martorell factory in Spain, though customers unwilling to wait may find pre-configured cars sitting at dealerships. A dealer told Automobilwochethat cars ordered now might not arrive until May or June of 2027.
Same Platform, Similar Wait Times
And the VW brand isn’t alone in having this particular problem. Sister company Skoda has reportedly collected more than 35,000 orders for its related Epiq (above), while dealers say Cupra’s Raval (below) is also booked out for months. Both share their single-motor, front-wheel drive MEB+ hardware with the ID. Polo, and are also built at Martorell. All three are part of the VW Group’s plan to bring EV prices closer to traditional combustion-powered small cars in an effort to fend off Chinese opposition.
The related ID. Cross SUV is also reportedly attracting plenty of early interest too, while the facelifted ID.3 Neo is facing waits of two to three months. That’s all good news for VW, and boy could it use some right now. It’s cutting 100,000 workers, shutting multiple plants, and looks likely to kill off the Seat brand after 2030 in an effort to turn around its fortunes.
Lexus is rebating the California buyers the state program shuts out.
The MyLexusEV rebate carries no price cap and no first-timer rule.
Lexus is allowing the new discount to be stacked with other incentives.
Lexus has stepped up for Californian residents who are ineligible for the MyFirstEV Program discounts, announcing an incentive it hopes will drive sales of the all-electric RZ and the new ES EV.
Under the MyFirstEV Program, shoppers receive an instant rebate of up to $3,500 for new zero-emission vehicles and $1,750 for used models, but only if you’ve never owned a ZEV previously and are a verified California resident, so many locals aren’t eligible. There’s also an MSRP cap of $50,000.
The MyLexusEV Rebate does not have these same restrictions, providing an instant $2,500 rebate with no MSRP cap, regardless of whether someone is a first-time EV buyer.
The good news doesn’t stop there for interested buyers of the RZ and ES EV. The MyLexusEV Rebate can be stacked with other discounts, including a current $4,000 Lease Cash Incentive for the 2026 RZ, boosting savings up to $6,500, CarsDirect notes. There are currently no other incentives available for the Lexus ES EV.
Lexus is no doubt eager to boost sales of the RZ and ES EV in the United States. Through the first half of this year, 7,814 examples of the RZ had been sold, an impressive 106.8 percent increase from the 3,779 sold in the first half of 2025. By comparison, sales of the ES, which just entered its eighth generation, have slipped 79.7 percent this year to just 3,896, down from 19,181, although this can be largely attributed to the model change, rather than a huge decline in demand. Sales of the all-electric version haven’t been published, but it’s unlikely to sell in numbers to rival the combustion model.
Formula 2030 previews styling for Polestar’s next-generation 2 and 7 models.
Polestar shares plunged nearly 30 % after disappointing Jan-June financials.
EV brand is also being forced out of the US market while Volvo gets to stay.
Polestar has announced a futuristic concept designed to show us where it’s heading by 2030, just as investors are wondering whether it’ll even get there.
Called Formula 2030, the concept is intended to preview Polestar’s next design era under design boss Philipp Römers. We haven’t actually seen it in full yet, but the sole image shows a low-slung car with motorsport-style vertical windshield wiper. Investors, retailers and selected customers will get an early peek at Polestar’s Gothenburg headquarters before a global unveiling later this year.
The brand says the car will provide clues to the next Polestar 2, due in 2027, as well as the upcoming 7. Expect an evolution of the company’s familiar minimalist Scandinavian look rather than a complete reset, with signature details such as its Dual Blade headlights sticking around.
Unfortunately, Polestar’s accountants have more immediate concerns than headlights. The company’s shares recently dropped 29.4 percent following its first-half 2026 results. Vehicle sales increased just 0.4 percent compared with the same period last year, while revenue slipped 4.4 percent to $1.4 billion.
Polestar still lost $842 million during those six months, although that loss was 29 percent smaller than the one recorded during the first half of 2025. The company has also dialed back its planned 2026 production growth, warning that competition remains intense.
Polestar 4 SUV Leads New-Model Charge
There are brighter spots. New products including the Polestar 4 SUV (below) give the company fresh metal to sell, but not in America. The brand is being pushed out of the US after failing to secure authorization to sell 2027-model-year vehicles under connected-car rules targeting technology linked to China.
To add insult to injury fellow Geely brand Volvo received an exemption, despite the Polestar 3 sharing hardware, software and a South Carolina production line with the Volvo EX90. A New Jersey dealer has even sued Polestar for at least $25 million, alleging the automaker had already been planning an American retreat.
The Formula 2030 concept tells us Polestar has plenty of plans for tomorrow. First, though, it needs to navigate today.
Xiaomi brings its EVs to Europe next year, starting in Germany.
Sales will run through dealers, not Xiaomi’s own direct model.
A China EV tariff of up to 45.3 percent could bite hard.
After conquering its home market of China with several exciting EVs, Xiaomi will soon start selling its cars internationally. Things will kick off in Europe next year, including in Germany, with the signing of several memorandums of understanding with dealership groups to make it happen.
Xiaomi already operates a large research and development center in Munich, Germany, and will work alongside groups including LUEG Mobility GmbH, a Mercedes-Benz dealer, and Emil Frey Germany, one of the nation’s largest automotive dealership groups. Working with experienced partners will allow Xiaomi to hit the ground running with dealers that have already established trust with customers across Germany and have extensive experience in new-car sales.
In addition, working with dealerships rather than selling vehicles directly to consumers will give prospective buyers the chance to touch and feel Xiaomi products in the flesh before handing over any of their hard-earned cash.
Xiaomi’s models in Europe will be more expensive than the ones it sells in China. The EU imposes hefty tariffs on EVs imported from China, significantly increasing their prices. Xiaomi had yet to launch its first EV, the SU7 sedan, when the European Commission launched its investigation into Chinese EVs in 2023, and as a result, the technology company didn’t participate in the probe. As noted by the South China Morning Post, this means it could be hit with the highest possible duty of 45.3 percent.
Xiaomi’s Skynomad
Since it started selling vehicles, Xiaomi has delivered more than 700,000 units in China, a remarkable achievement given how new it is to this ultra-competitive industry. However, in China, Xiaomi is a well-established consumer product brand, often viewed as the ‘Apple of China.’ This gave it a huge competitive advantage over other new-vehicle brands as it’s already a trusted name.
Although Xiaomi products are also available in several overseas markets, they remain a relatively small player in regions like Europe and won’t be able to rely on familiarity to win over customers. Instead, it will need to convince shoppers with great features and competitive pricing, which is a tall task indeed, especially in the hotly contested markets of the Old Continent.
New A2 e-tron EV borrows design ideas from Audi’s innovative 1999 A2 hatch.
Biggest of three batteries delivers 401 range miles; smallest starts at £32,200.
Clever storage and one 167 hp motor comes standard; 322 hp hero tops lineup.
Being ahead of the curve sounds great unless nobody is ready for what you’re selling. Twenty-five years ago, Audi toyed with a radical vision of what a clever compact car could be: light, slippery, incredibly efficient and premium-feeling. Now that thinking and the A2 badge it wore is back, wrapped in a far more marketable electric crossover that might finally have arrived at exactly the right moment.
This is the new Audi A2 e-tron, and while another electric crossover might not sound like something worth cancelling dinner plans for, this one is worth your attention – even if you’re in the US, where the A2 was, and will continue to be, off limits. For a start, it takes some of the design cues of the original A2, the boxy, almost minivan-like body and split-glass rear window, and transplants them on a much wider car with a solid, four-square stance and the cheekiest grin we’ve seen an Audi wear.
The second reason to pay attention is Audi’s claim that the A2 e-tron is the most efficient production model in the brand’s history. Yes, even more efficient than the fuel-sipping, 78 US mpg A2 3L diesel, though we’re not sure how Audi calculated that. In the right configuration, the baby e-tron consumes just 12.8 kWh per 62 miles (100 km), while the real mile-muncher of the lineup manages up to 401 miles (645 km) on the European WLTP cycle.
And Ingolstadt’s engineers haven’t achieved that by simply throwing a battery the size of a studio apartment underneath their VW ID.3 and Volvo EX30 rival. Instead, Audi has gone hunting for wasted energy pretty much everywhere. The A2 has a drag coefficient of just 0.24, helped by an enclosed underbody, active cooling intake, aero wheels and clever little pieces around the wheel arches designed to calm turbulent air.
Even the door handles have joined the efficiency crusade. They’re wing-type handles at the base of the door pillars that use sensors rather than conventional mechanical hardware. Audi scrapped them in favor of conventional handles on the new Q9 luxury SUV but promised we’d see them on a future Euro product. Tug gently and the door opens electrically. There’s even backup energy storage in case the electrical system decides it’s having the day off.
There are three battery sizes, measuring 52, 61 and 84 kWh gross, so something to suit pretty much every kind of use-case scenario. Stick with the 52 kWh battery and you get a 168 hp (170 PS /125 kW) single motor that helps your A2 hit 62 mph (100 km/h) in 8.8 seconds and cover 262 miles (422 km) of range before needing to plug-in.
Quattro Notable By Its Absence
An optional 61 kWh pack comes with a 187 hp (190 PS / 140 kW) electric motor, dropping the stoplight sprint to 7.9 seconds and offering a handy range boost to 320 miles (515 km). Splash for the 228 hp (231 PS / 170 kW) A2 and you chop the 62 mph time to 7 seconds flat and unlock that 401-mile headline range figure we mentioned earlier, courtesy of an 84 kWh battery.
And if you’re prepped to swap some of that range for more zip, the 322 hp (326 PS / 240 kW) flagship delivers 5.7-second and 391-mile (629 km) stats. It’s also the only A2 capable of stretching its legs to 124 mph (200 km/h) instead of 99 mph.
In each case that power is settled to the rear wheels because the A2 is based on the MEB platform in use on cars like the Audi’s VW ID.3 rival and Audi Q4 e-tron SUV, not the newer front-drive MEB+ architecture found under the VW ID. Polo, Cupra Raval and Skoda Epiq. That means no Quattro tech or badges.
DC charging tops out at 183 kW on big battery cars, which require an unimpressive 29 minutes to fill from 10-80 percent. The two smaller batteries sound like they’re going to be even worse due to their feeble 100 kW charge rates, but they cut the fill time to 24 minutes by virtue of their tiny capacities. Like other VW MEB EVs, this one supports bi-directional charging.
Fidlock? What’s That?
Inside, an 11.9-inch digital instrument display sits alongside a 12.8-inch curved touchscreen, while the gear selector has migrated to the steering column. That leaves more room in the center console for a Qi 2.2 charging pad that can juice two smartphones simultaneously at up to 25 watts. Useful, but hardly revolutionary. The Fidlock system, though, promises to be both.
Fidlock is actually a magnetic mounting system with a mechanical lock, allowing owners to click things like cupholders and charging cable bags into dedicated points around the cabin and trunk. If you’re an avid cyclist you might be familiar with them already, but Audi claims the tech makes its production car debut on the A2.
Ordinary Trunk, But At Least There’s A Frunk
But what about real practicality? It’s okay, but not class leading. The A2 rides on the same 2,770 mm (109 inches) wheelbase as its Q4 e-tron brother, so legroom should be good, but where the Q4 offers 520 litres of trunk space, the A2 can only muster 396 liters (14 cu-ft). It also loses out to the Renault Megane E-tech (440 liters), but beats the VW ID.3 (385 liters) and cramped Volvo EX30 (318 liters).
One of the original A2’s most innovative features was its aluminum construction, but that also made it expensive, contributing to its poor sales. So this time the A2 e-tron is mostly steel with some aluminum content. But what does feel advanced is the development timeline. It took Audi 20 years to reboot the A2 after the last was discontinued, but only 21 months to get it from drawing board to debut.
The original A2 was ahead of its time, but with a slick design, some clever interior touches, impressive efficiency, a genuinely affordable £32,200 starting price and European EV sales on fire right now, maybe this is finally the right time for the A2.
Heat kills thousands of people across the U.S. every year. The risk is especially high for the millions of Americans who live in manufactured housing like mobile homes and trailers.
A floating island is playing peekaboo on Williston Lake in British Columbia. NPR's Ayesha Rascoe chats with BC Hydro's Bob Gammer about this natural mystery.
The Western U.S.'s wildfire season has been one of the worst in years. More than 8 million acres have burned, at least seven wildland firefighters have died, and hundreds of homes have been destroyed.
How often do people in high-burden areas get malaria? Studies suggest that many children can experience five or more malaria infections a year.<br><br><a href="https://ourworldindata.org/a-never-ending-childhood-of-malaria"><img src="https://ourworldindata.org/cdn-cgi/imagedelivery/qLq-8BTgXU8yG0N6HnOy8g/0abc7616-42a5-4338-94a1-6282c3991000/w=1024"/></a>
Latest baby Defender prototype features Defender family’s trademark rear-mounted spare.
EMA architecture promises 800-volt EV charging, though hybrid power will also be available.
Competition will include Mercedes’ baby G-Class and even a Chinese-built Chery Freelander.
Land Rover’s baby Defender is back in front of our spy photographer’s lens, and you’d be forgiven for wondering what’s changed. The camouflage is still doing its job, the shape looks familiar, but there’s one very Defender-like detail we haven’t had such a good look at before. Yep, that’s a spare wheel hanging off the tailgate.
It might seem like a small detail, but the rear-mounted spare is a visual hallmark of both today’s Defender and the classic model that preceded it. Adding one to the compact SUV helps separate it from the endless stream of similarly sized premium crossovers, most of which have swapped spares for cans of tire foam in the pursuit of saving a few lbs – and a few g/km of CO2 as a result.
Same Bones As The Range Rover GT
SH Proshots
Unofficially dubbed the Defender Sport, though its true name is still under wraps, the newcomer goes in completely the opposite styling direction to JLR’s upcoming electric Range Rover GT. The pair share EMA architecture and running gear, but whereas the GT adopts a dramatically low, fastback profile, this SUV embraces an upright roof, squared-off tail and chunky proportions to maximize practicality and Defender attitude.
The EMA platform was conceived around electric power, with an 800-volt electrical system and rapid charging. Previous prototypes have supported that story with blanked-off grilles and no visible exhausts, and this one appears to follow the same recipe.
Hybrid Option Added
SH Proshots
But times have changed, and so has JLR’s plan. It openly acknowledged that the rush toward EVs hasn’t happened as quickly as anticipated (especially in the crucial US market) and that hybrids have proved surprisingly popular. So it’s updated the EMA architecture to also work with hybrid (but not plug-in) powertrains.
Whatever powers it, the baby Defender should have some interesting company when it arrives, potentially in 2027. Mercedes is preparing its own smaller G-Class, giving buyers two compact interpretations of some seriously recognizable off-road machinery.
There’s another familiar name headed its way too. China’s Chery has revived the Freelander, although the new model isn’t a Land Rover despite borrowing a badge and design cues strongly associated with the British brand’s past. But you won’t get a rear-mounted spare on the Freelander…
Hyundai opens European orders for the new Staria Electric.
It packs an 84 kWh battery and offers up to 430 km of range.
The electric van is priced from €57,450 ($66,800) in Germany.
The Hyundai Staria Electric arrived in Korea earlier this year alongside the rest of the facelifted lineup, and the spaceship-shaped van has now made it to Europe, where Hyundai is positioning it against the VW ID. Buzz. The Staria is the bigger vehicle in every dimension that counts, with more room inside for people and their luggage.
Picking the Staria Electric out from its gasoline and hybrid siblings takes a look at the nose, where a redesigned front bumper hides the grille behind a smooth panel, adds a charging port, and puts active shutters in the lower intake. Aero wheels and a dedicated badge on the enormous tailgate finish the job.
At 5,253 mm (206.8 in) long, the Staria towers over the VW ID. Buzz and the Kia PV5. It also out-measures the standard Ford E-Tourneo Custom, VW e-Caravelle, Peugeot e-Traveller, Citroen e-Spacetourer, Opel Zafira-e Life, and Fiat E-Ulysse, though the long-wheelbase versions of those go further. It’s the same story with the new Mercedes-Benz VLE executive shuttle.
Generous Equipment
In Europe, the Staria Electric is available in three trim levels, called Trend, Prime, and Calligraphy. The base version comes standard with full-LED headlights, dual 12.3-inch displays, heated front seats, parking sensors, a reversing camera, a few ADAS and a three-row nine-seater layout.
The optional assistance package adds navigation, highway assist and a V2L adapter, while the premium package adds electric sliding doors and tailgate, sliding windows, sunshades, acoustic and heat-insulating privacy glass, plus a wireless charging pad. All of those come standard in the Staria Electric Prime which adds leather upholstery and ventilated front seats while offering an optional sliding roof for the first row and fixed panoramic roof for the second row.
The pictured Staria Electric Calligraphy is the only version with a seven-seat layout, built around a pair of comfort seats in the second row with heating, ventilation, and relaxation functions. The flagship also gets ambient lighting, a Bose sound system, a 360-degree camera, a suede-style headliner, Nappa leather, and the Passenger View and Talk system.
Outside, the Calligraphy separates itself with a different front bumper housing larger projection headlights, Parametric Pixel LED taillight towers that climb to the roofline, and an exclusive Galaxy Maroon paint option.
Space For Nine And Their Luggage
Cargo capacity runs to 1,303 liters (46.0 cu ft) behind the third row in the nine-seater, with a 24-liter (0.85 cu ft) frunk for the charging cables. Towing capacity is 2,000 kg (4,409 lbs) and maximum payload is 750 kg (1,653 lbs).
Under the skin, the van is powered by a single front-mounted electric motor producing 215 hp (160 kW / 218 PS). Energy is stored in a 84 kWh battery pack allowing WLTP range of up to 430 km (267 miles) between charges. Thanks to the 800-volt architecture, the Staria Electric can charge from 10-80% in approximately 20 minutes when connected to a DC charger, while it also gets a standard heat pump and battery heating system.
German Pricing
In Germany, the the Hyundai Staria Electric starts at €57,450 ($66,800) for the entry-level Trend trim, €63,650 ($74,000) for the mid-tire Prime, and €66,950 ($77,800) for the flagship Calligraphy. The assistance and premium packages add €2,100 ($2,400) each, while the panorama package adds €1,300 ($1,500).
By comparison, the smaller VW ID. Buzz Pro with the long wheelbase and the 86 kWh battery starts at €57,887 ($67,300) in the same market. On the other hand, the VW e-Caravelle starts at €66,080 ($76,800) with the short-wheelbase and the 70.9 kWh battery.
Spy photographers have snapped Kia’s upcoming PV7.
Electric van slots above the PV5 and is aimed at businesses.
Could share some powertrains with its smaller counterpart.
Kia is gearing up to introduce the new PV7 at the IAA Transportation show on September 14 and they recently released a handful of teaser images. Spy photographers are now filling in the blanks as they’ve spotted the commercial vehicle undergoing testing in Europe.
Set to become the second member of the Platform Beyond Vehicle lineup, the PV7 follows in the footsteps of the PV5 that was introduced last year. As a result, it features a stepped front end and an expansive windshield. They’re joined by black upper accents and lower black plastic body cladding.
The model has a “one-box profile” and that’s putting it lightly as the van is essentially a box on wheels. The prototype seen by spy shooters features dual sliding doors with an odd window arrangement in the middle. They’re accompanied by a relatively flat roof that helps to maximize cargo capacity.
Around the back, there’s a vertical liftgate and a small rear bumper. They’re accompanied by vertical taillights as well as a recessed license plate area. The van also has thick rear pillars with black accents to create the illusion of a wraparound greenhouse.
SHProshots
The PV7 was previewed by a concept in 2024 and will reportedly measure around 208.6 inches (5,300 mm) long. To put that into perspective, the PV5 Cargo Long is 184.8 inches (4,695 mm) long and has a 117.9-inch (2,995 mm) wheelbase.
The model will ride on the Electric-Global Modular Platform for Service (E-GMP.S), which is a fleet-focused version of the E-GMP architecture that underpins the Hyundai Ioniq 5, Kia EV6, and Genesis GV60, among others.
Powertrain details remain a mystery, but the PV5 offers a 43.3 kWh LFP battery pack as well as 51.5 and 71.2 kWh NCM batteries. They power electric motors with outputs of 120 hp (89.4 kW / 122 PS) and 184 lb-ft (250 Nm) of torque as well as 161 hp (120 kW / 163 PS) and 184 lb-ft (250 Nm).
Given the PV7’s size, we wouldn’t be surprised to find the 51.5 and 71.2 kWh batteries, and they could potentially be joined by an even larger pack. The 161 hp (120 kW / 163 PS) electric motor also seems like a safe bet and it could be joined by an even more powerful one as well. That being said, we’ll find out for sure later this month.
Tech Youtuber MKBHD cast doubt on Elon Musk’s Cybercab timeline.
With less than four months to go, it looks like the bet could be safe.
However, MKBHD concedes that Tesla is at the forefront of change.
Back in October 2024, Tesla’s “We, Robot” event introduced the world to Optimus, the Robovan, and the Cybercab. Drawing design inspiration from the Cybertruck, the Cybercab offered yet another look at the proposed driverless car future, this time sans a steering wheel and pedals.
But the biggest shocker was the Tesla CEO’s claim that not only did he expect the Cybercab to be offered to customers at under $30,000, but that it would also enter high-volume production before 2027. Granted, by his own admission, Elon Musk said at the time that he tends to be “a little optimistic with timeframes,” but it got tech creator Marcus Brownlee, aka MKBHD, thinking.
So confident was MKBHD that Tesla wouldn’t meet such a timeline, he made a bit of a one-sided bet: he offered to shave his head live on camera if they made good. To be specific, Brownlee said that Tesla wouldn’t sell a Cybercab to a customer for $30,000 before 2027.
Semantics aside, that moment triggered a bunch of AI videos and memes, particularly from fans of Tesla, with Elon Musk even replying to one such post on X, saying, “Gonna happen. 😂”
A Long Time Coming
Since the Cybercab reveal, we’ve seen more information about the car trickle out, including it would likely deliver around 300 miles (482 km) of range, use large castings to save costs, and still projected to cost $30,000 or less. In February, the team even appeared to be ahead of schedule, with the first Cybercab rolling off Tesla’s Texan production line.
Brownlee himself admitted he was a little nervous when it came to light that a new Cybercab event had been scheduled for the 3rd of September. But luckily for him (and his hair), the event had nothing to do with customer sales. Instead, it announced that the Cybercab would be added to the Tesla Robotaxi network within their existing geofenced areas.
But while it looks like his hair is safe for now, the Tech Tuber went on to say that although he thinks Tesla may be ahead of its time with the Cybercab, he expects self-driving cars to become more mainstream in the next 10 years. Oh, and regardless of whether he wins the “bet” or not, he’ll be donating to Cancer Research in January.
RivianOS 2 is rolling out to every R1, including first-generation models.
Overhaul brings new interface, navigation alerts, and voice features.
Newer R1s get Unreal Engine 5 graphics, while older ones remain on Unreal Engine 4.
One of the better arguments for buying a software-defined vehicle is that, theoretically, the ride sitting in your driveway can get meaningfully better years after you bought it. Rivian is putting that promise to the test with what it calls the biggest software transformation the R1 has received yet. Importantly, even first-gen models will get this big new shiny update.
The automaker has begun rolling out software update 2026.31, which moves every R1T and R1S onto RivianOS 2. Again, Rivian isn’t leaving early adopters behind. Both first- and second-generation R1 vehicles get the new operating system, putting them onto the same underlying software stack as the newer R2. The most obvious changes come in the form of layout adjustments.
Rivian redesigned the interface with configurable quick controls and a media player that can be positioned on either side of the center display. There’s also a new vertical status bar and a substantially reworked settings menu with universal search and context-sensitive controls.
Graphics get an overhaul, too, although this is where hardware differences start to matter. Gen 2 R1s and the R2 use Unreal Engine 5 for real-time 3D vehicle and surroundings visualizations. First-generation R1s stick with Unreal Engine 4, which Rivian says allows it to maintain responsiveness on the older display hardware. That seems like a reasonable compromise. Early R1 owners can’t automatically gain the hardware compute that newer ones have, and yet, they still get many new benefits.
Google Maps And Waze Data Come Along For The Ride
Perhaps more useful than prettier graphics are the new navigation alerts. Rivian is integrating Google Maps information about police presence and speed cameras directly into its navigation system. That information can come from local authorities and third-party sources, along with real-time reports submitted through Google Maps and Waze. On top of that, Connect+ subscribers get even more.
There’s now a dedicated weather app with current conditions, air-quality information, and a 10-day forecast. Subscribers can also create, view, and modify active vehicle trips through the Rivian mobile app. Underneath all of this is what Rivian calls its “Unified Intelligence” platform. Gen 2 R1s and R2s have enough onboard computing power for more local processing, while both generations of R1 receive expanded cloud-assisted voice functionality and refreshed driver-display layouts.
Privacy Settings Made The Cut
Privacy controls haven’t disappeared in the AI shuffle, either. Rivian says owners can disable hotword wake-word functionality, restrict location sharing, and change driver-profile data settings. Perhaps the most interesting part isn’t any individual feature, though. It’s that a first-generation R1 is getting essentially the same software design language as a brand-new R2.
That’s exactly what OTA updates were supposed to make possible, and it’s considerably more compelling than an update that merely moves a few icons around. The 2026.31 update is rolling out now to eligible R1 and R2 vehicles, though Rivian says availability can vary by vehicle.
An 11-year-old Connecticut student died Wednesday morning after his bicycle collided with a school bus in North Stonington.
Police identified the student as Torren O’Grady of North Stonington. The Sept. 2 collision occurred near the intersection of Old Colony and Pinecrest roads shortly before the start of the school day. The crash occurred less than a mile from North Stonington Elementary School.
According to a preliminary crash report released by Connecticut State Police, a Blue Bird school bus was traveling east on Old Colony Road at approximately 8:27 a.m. O’Grady was riding a mountain bike east behind the bus as both approached Pinecrest Road.
Old Colony Road traffic entering Pinecrest Road is controlled by a stop sign, the summary states. Police said the school bus made a left turn and entered the northbound lane of Pinecrest Road as O’Grady also entered the intersection.
O’Grady’s bicycle collided with the left front wheel and tire of the school bus, according to investigators. A “run-over event” subsequently occurred, and O’Grady sustained fatal injuries, police stated.
The preliminary summary identifies the bus driver as a 76-year-old Stonington resident. State police had not announced any charges or citations as of Friday.
The investigation remains active. Police asked anyone who witnessed the collision or has information related to it to contact Connecticut State Police Troop E in Montville at 860-848-6500.
O’Grady was a member of the Stonington Bears Youth Lacrosse and wore No. 49. The organization described him as a teammate, friend and member of a family extending far beyond the playing field.
The youth lacrosse organization asked area families, community members and local sports leagues to place lacrosse sticks outside their homes and leave their porch lights on in O’Grady’s memory.
“Let every porch light shine for Torren,” the organization stated. “Let every lacrosse stick remind his family that they are surrounded by a community standing beside them in love and support.”
The organization encouraged neighboring towns to participate in the tribute, writing, “From one field, one team and one collective community, we remember #49.”
Gov. Ned Lamont expressed condolences to O’Grady’s family, friends, classmates, teachers, and the North Stonington community. He said Connecticut State Police and the state Department of Education were prepared to support the schools and students affected by the death.
Lamont also urged drivers throughout Connecticut to exercise additional caution around school buses, school zones, bicyclists and children traveling to and from school.
“Slow down and help keep our students safe as they start this new school year,” Lamont stated.
State Rep. Greg Howard, whose district includes North Stonington, said he had communicated with local emergency services, law enforcement and the Connecticut Department of Education following the collision.
Howard said state resources were being made available to help North Stonington cope with the loss. He also thanked the first responders, firefighters, medical personnel, school and town officials, and law enforcement officers who responded to the scene.
“I know our community is hurting right now; but I also recognize the way in which North Stonington knows how to pull together,” Howard stated. “Please keep this family in your thoughts and let us all hold our loved ones a little closer tonight.”
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