After plenty of waiting, the new Toyota GR GT is here, and so is the return of the Lexus LFA. These two new Japanese supercars might not have shown up in all the ways we expected but one thing is clear: while they’re linked, they’ll have very different personalities from behind the wheel.

Now, a new in-depth video shows us just how Toyota and Lexus made each of their respective cars stand out from the other.

More: Toyota GR GT Looks Like A Batmobile And Hits Like A Supercar

Many might consider the GR GT to be a more faithful successor to the LFA. That’s due heavily to its hybrid V8 engine that makes some 641 horsepower (477 kW). That said, it’s clear that Toyota wasn’t trying to steal the LFA’s thunder when you take a quick look at the finer details.

That’s exactly what Top Gear just offered, with a detailed breakdown of both cars from nose to tail. The GR GT, in particular, leans hard into its driver-first philosophy. Its design is dominated by functional aero, from oversized intercooler openings to a rally-style hood vent that channels air up and over the windshield.

Much like the AMG GT or if we go further back in time, the Dodge Viper SRT and its derivatives, the GR GT has a lengthy hood, a small but highly functional cabin, and a squat, wide stance.

Presenter Tom Ford highlights how the driving position communicates intention. The seat height, digital gauge cluster, and steering wheel are all set up for optimal visibility. That’s key because the car has shift lights and vital information there.

The car only has four drive modes, custom, normal, sport, and track. The center control stack features physical buttons and switches. The cupholders are behind the occupants and in the middle because they’re not the focus here.

Of course, the track-only FIA-compliant GT3 race car version is even more extreme. It gets every bit of roll cage one might expect and then some. The cabin features almost zero creature comforts but what it lacks there it makes up for in naked carbon and switchgear. The spoiler at the rear is as wide as the car itself.

Then, there’s the LFA, and when we say it’s different, it’s not just because the V10 is gone in favor of all-electric propulsion. Ford points out that Lexus took full advantage of the EV powerplant, going as far as to design the exterior with it in mind. As such, the LFA gets almost none of the same venting and aero from the GR GT. It simply doesn’t need it.

The lines are more elegant. Take, for example, the hood where long strakes run from the top of the lights to the windshield. Instead of hard edges everywhere, the design is smoother with more compound curves.

That approach carries into the interior, which leans heavily on refinement. The split-cabin layout gives the driver their own space, while the controls are smaller and more delicate, matching the car’s calmer energy.

In short, these two sport models might have a lot of shared DNA, but there’s no doubt that they’ll drive quite differently. In fact, there’s little question that they’ll feel different for occupants even when they’re powered down.

California has set an ambitious goal of reaching carbon neutrality by 2045. That path runs straight through mass electric vehicle adoption, which means saying goodbye to traditional gas-powered cars, and with them, a major chunk of how the state pays for its roads.

With gas tax revenue poised to shrink, officials are now exploring a new alternative: a per-mile road tax for EV drivers.

Also: Plug-In Hybrid And EV Drivers Face Pay-Per-Mile Tax In The UK

As it stands, approximately 80 percent of California’s road maintenance budget is funded through a gas tax. For every gallon pumped at the station, around 61 cents goes toward keeping the state’s vast network of highways, freeways, and local roads in working order.

How Will EVs Pay Their Share?

Obviously, as more and more people shift to EVs, this revenue stream will slowly dry up. This is where the road tax could come into play. California recently completed a pilot program for a road tax earlier this year, charging EV owners between 2 and 4 cents for every mile that they drive.

In theory, it’s a straightforward way to recover the funds needed for upkeep without relying on fossil fuels. But implementation may be anything but simple.

For one, it could end up costing quite a bit to set up and run. For another, drivers who rack up serious mileage, often those in rural areas or with long commutes, might bear the brunt of the expense.

As noted by Fox 26 News, a commuter traveling daily between Hanford and Fresno could face around $11 a week under the proposed system. Multiply that over a month or a year, and it becomes a noticeable new cost for people who may not have easy alternatives.

Then there’s the question of how the state would monitor each vehicle’s mileage. One proposed method involves installing a tracking device that plugs into the car and logs the miles traveled.

That could get expensive fast, especially if it needs to be rolled out across every EV on California’s roads. And even if the technology is viable, it brings up a different kind of cost, one to driver privacy.

Read: California EV Drivers Now Risk A $490 Fine Under New Rules

Many Californians would likely have reasonable concerns about being monitored so directly, especially if the data is handled by third parties or used beyond just tax purposes. Balancing effective tracking with individual privacy rights could prove to be a sticking point.

According to David Kline from the California Taxpayers Association, the logic behind the tax is simple: “Someone’s got to pay for the roads,” he said. “It should be the people who use the roads.”

However, he is concerned that the road tax could end up “switching the burden to different people,” questioning whether some of those who have to drive long distances can afford the new tax. That tension between fairness and practicality remains unresolved as the state weighs its next move.

China’s electric vehicle market isn’t just growing, it’s evolving faster than most can process. With new models rolling out at breakneck speed, the country’s automakers aren’t simply keeping pace with global trends, they’re driving them.

And they’re not building EVs in a vacuum either. Domestic demand, especially among younger and first-time buyers, is pushing the shift forward.

Read: Forget EVs, China’s Dumping Millions Of Gas Cars On The Rest Of The World

It turns out, more of these buyers are now leaning electric than ever before. A recent study conducted by Bloomberg Intelligence has revealed that 47 percent of prospective first-car buyers in the country plan to buy an EV within the next 12 months. This represents a massive spike from the 25 percent in February.

Widen the scope to include all prospective car buyers in the country, and the trend holds. A full 52 percent now say they intend to make their next vehicle an EV, compared to 34 percent back in both February and March 2024.

Interest in extended-range EVs, those that offer additional miles from an onboard generator or similar tech, is also gaining ground. As of the latest figures, 8 percent of surveyed buyers said they’d consider one for their next purchase.

Interestingly, the Bloomberg survey also found that plug-in hybrids are losing ground fast. Just 12 percent of respondents now say they’re considering one for their next car, a steep drop from 23 percent in February.

Conventional hybrids have slipped even further. Once viewed as a sensible middle option, their share has fallen from 15 percent in February to just 9 percent by November.

Demand for traditional combustion-engine cars hasn’t disappeared though, which comes as somewhat of a surprise. 19 percent said they’d opt for an ICE model for their next car. Admittedly, just 1,000 people participated in the survey, so it’s hard to make definitive conclusions based on this small sample size.

What’s Behind the Surge?

According to Bloomberg Intelligence analyst Joanna Chen, the competitive prices of EVs in China have contributed to the exceptionally strong demand for them.

“The country beats Europe and the US with battery electric vehicles already reaching price parity versus gasoline cars, while consumers’ strong interests in advanced tech features give local startups and tech giants Huawei Technologies Co. and Xiaomi Corp. stronger edge in the fierce market competition,” she said.

It’s no secret that electric vehicles still carry a steeper price tag than their gas-powered counterparts, and a recent report from COX Automotive puts that gap into sharper focus. In November, the average new car cost $49,814, while the average electric vehicle rang in at $58,638.

Now, Rivian CEO RJ Scaringe is calling out this price discrepancy, along with the lack of variety in the USA, as one of the two main reasons behind the lackluster demand for all-electric vehicles.

More: Ford CEO Hints At Affordable RWD Performance Sedan

Speaking at Fortune’s Brainstorm AI conference, Scaringe argued that America doesn’t offer anywhere near the variety that buyers in Europe and China enjoy. He especially hit on price point as the reason that EV adoption in the U.S. sits at just 8 percent.

He went as far as to call it a “shocking lack of choice,” while claiming that American buyers have “well under five great choices” near the average new-car price.

Somewhat surprisingly, he cited Tesla as the automaker with the only truly compelling EVs under $50,000. The Model Y is available for under $50,000, and the Model 3 starts below $40,000.

“And that’s not a reflection of a healthy market with lots of choice,” Scaringe said. “If you think of it as a consumer, you have 300 different internal combustion engine choices at that price or lower, and you have maybe one highly compelling EV choice.”

Of course, the CEO didn’t miss the opportunity to tout his brand’s upcoming R2, an SUV with a target starting price of $45,000.

While American EV buyers wait for more options, rivals overseas are battling in crowded markets. Europe offers a flood of choices from Volkswagen, BMW, Mercedes, and a growing list of Chinese imports.

China itself remains the most competitive EV battleground in the world, where BYD, Nio, Xpeng, Leapmotor, and even newcomer Xiaomi are fighting tooth-and-nail for market share.

To that end, Scaringe aligned himself with the Trump administration in pushing to bring more manufacturing back to the U.S. He believes it’ll help domestic brands to scale EV supply and ultimately lower costs. Now, we wait to see if he’s right.

Stephen Rivers for Carscoops

Compared to some of the battery juggernauts in China and South Korea, Rimac Technology is still a relatively small player. But that hasn’t stopped it from pursuing next-generation EV tech and among its most ambitious efforts is a solid-state battery project that could power a future Bugatti model due within the next five years.

Read: Rimac Wants To Buy Porsche Out Of Bugatti

Rimac Technology became a standalone engineering firm in 2022, spun off from the Croatian carmaker to focus on supplying electric components to third-party manufacturers.

Behind the Battery Development

According to chief operating officer Nurdin Pitarevic, the company is now working with composite material specialists from Mitsubishi and solid-state cell developer ProLogium to bring its new battery to life.

The prototype battery in question is a 100 kWh pack that weighs 30 kg (66 lbs) less than a typical equivalent. Rimac says it delivers 20 to 30 percent more energy density than traditional batteries, with the long-term goal of reaching price parity with conventional NMC cells by 2035.

Speaking with Autocar, Pitarevic revealed that testing of the new batteries will start soon and hinted at them being used in a mid-volume production model from Bugatti in 2030.

Details about the new Bugatti model are few and far between, but it would likely be the company’s long-awaited car to sit alongside the Tourbillon, rather than a special version of that V16-powered monster.

Rimac’s e-Axles

It’s not just advanced batteries that Rimac Technology is developing. New e-axles that combine electric motors, gearboxes, and electronics into a single package are also in the works, being flexible enough to be used for front-, rear-, and all-wheel-drive models.

They can also be specced to deliver between 200 hp and 470 hp, making them suitable for a broad range of performance models. Porsche and BMW are among the automakers currently sourcing e-axles from Rimac.

A Saudi startup called Ceer, developed in partnership with Foxconn Technology Group, is also on board. Ceer’s upcoming SUV will feature a Rimac rear e-axle with output comparable to the 1,288 horsepower rear motor in the Rimac Nevera, yet the unit weighs only 132 kg (291 lbs), a full 66 kg (145 lbs) lighter than the Nevera’s setup.

Rimac is also working on a smaller e-axle, weighing just 48 kg (106 lbs), with a projected output of 500 horsepower.

Source: Autocar

Self-driving cars are supposed to eliminate traffic jams, human error, and awkward you-turn-or-mine eye contact at four-way stops. But last weekend, three Waymo robotaxis in San Francisco proved that even artificial intelligence can panic when faced with a bad decision and no escape route.

The scene unfolded on a hilly residential street in North Beach, where a TikTok video captured what can only be described as a low-speed robot showdown. Two Waymo Jaguar I-Pace SUVs ended up nose-to-side at an intersection that also happened to be a dead end.

A third Waymo arrived moments later, assessed the situation like a confused NPC, and came to a complete stop, effectively sealing the street shut.

Related: Waymo Robotaxi Rolls Through LAPD Crime Scene As Suspect Is Held At Gunpoint

Bystanders watched from the sidewalks as the cars sat motionless, their sensors apparently locked in an eternal debate about who should move first.

One resident trying to leave the area summed it up best by asking whether the cars were “just going to stay there forever.” For a few long minutes, that seemed like a real possibility.

Autonomous paralysis

According to an ABC7News report, the two robotaxis may have lightly contacted each other while one attempted a turn on the tight street. The third vehicle, doing what it was programmed to do, detected an obstruction and politely waited.

Unfortunately, polite waiting does not help much when everyone involved is a robot and no one will make a move.

Eventually, a Waymo employee arrived to manually intervene and restore order, proving once again that the most reliable fail-safe in autonomous driving is still a human with the ability to hook reverse and take a look over his shoulder.

Waymo expansion

To be fair to Waymo, the company remains the poster child for functional robotaxis. Its vehicles log millions of miles in San Francisco, Los Angeles, and Phoenix, mostly without fault, and are now venturing onto freeways. The company recently launched in Miami and plans to add services in Dallas, Houston, San Antonia, and Orlando.

Those cities can expect to experience their own Waymo glitches in time because moments like this are a reminder that self-driving cars excel at following rules, but struggle with edge cases that humans solve instinctively.

Lead image chii_rinna

The new Ora 5 has been spotted out in the wild and covered in disguise, but it wasn’t cruising around China at the time. The electric crossover was caught testing on European roads, confirming that Great Wall Motor is preparing to launch the its first SUV outside its home market.

And yes, that’s the same Ora that got under Volkswagen’s skin a few years ago with the Punk Cat, a car that looked like a mashup of the classic and modern Beetle. This time, the design direction is different, but you’ll still find yourself thinking about certain Porsche models, particularly the Macan and 911.

Review: Great Wall’s Haval H6 Promises Refinement But Trips Over Its Own Power

If the shape under the camouflage looks vaguely familiar that is because the Ora 5 shares plenty of design ideas with the little Ora 3, which was previously known as the Funky Cat in Europe, and goes by Good Cat in China and GWM Ora in Oz.

Imagine an Ora 3 fed a diet of protein shakes and roof rails and you’ve got a solid handle on the 5’s look.

The rounded lighting signatures are still there, as is the smooth surfacing that has become something of an Ora trademark. Even wrapped up, the car looks friendlier than most compact SUVs, which is very much the point. Ora wants cute but practical, not angry and aggressive.

Already Unveiled in China

Don’t bother straining too hard to make out the final design, though. Ora has already revealed the 5 in full in Asia and we’ve included pictures of that at the bottom of the post so you can get a fuller idea of what to expect when European sales start in 2026.

Tough competition

SH Proshots

We also know from the earlier static launch that the 5 measures just under 4,500 mm (177 inches) long and has a 2,720 mm (107.1 inches) wheelbase, putting it squarely in the heart of Europe’s most competitive EV segment.

That means it will be lining up against everything from the BYD Atto 3 and Peugeot e-2008 to the Kia EV3 when it finally lands.

Under the skin the Ora 5 uses a single electric motor producing 201 hp (204 PS / 150 kW) paired with an LFP battery. Capacity has not been officially confirmed, but Car News China suggests 63.87 kWh and 83.49 kWh options are likely since that’s what’s offered in the mechanically similar Lightning Cat sedan.

Screen-Heavy Interior

Inside it borrows heavily from the facelifted Good Cat/Ora 3, including a big, floating infotainment screen running GWM’s Coffee OS and featuring some climate functions built into the display.

But you still get a few physical toggles further down the console for key controls, while a two-spoke steering wheel, 10-inch digital cluster, wireless phone charging and ambient lighting round out the cabin upgrades.

For Europe, the timing makes sense. Ora has already dipped its toe into several markets with mixed success and the brand badly needs a volume product that fits current tastes. A small electric crossover like this could really help Ora make its mark.

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BMW has named its next chief executive officer, confirming that Milan Nedeljkovic, the brand’s current head of production, will take the reins next year. His appointment comes at a pivotal moment for the company, as it pushes deeper into electrification and prepares to usher in its Neue Klasse generation of vehicles.

Nedeljkovic won’t be stepping into the role immediately, though. Incumbent CEO Oliver Zipse will continue leading the company until BMW’s Annual General Meeting on May 13, 2026. After that, Nedeljkovic is set to begin his term, with a contract that runs through 2031.

Read: New i3 And 3-Series Reveal BMW’s Most Striking Split Yet

Zipse has been at the helm for seven years, steering BMW through an unusually turbulent stretch. His time in charge included the COVID-19 pandemic, widespread supply chain disruption, and a bevy of product rollouts that ranks among the most intensive in the company’s history.

“Oliver Zipse has always prioritized BMW’s success,” chairman of the supervisory board of BMW AG, Dr. Nicholas Peter described. “He consistently took a clear stance—even in the face of great external headwinds—and thus kept the company on track during turbulent times.”

Nedeljkovic, meanwhile, is a BMW veteran. He joined the company in 1993 as a trainee and has since held senior roles at its Oxford, Leipzig, and Munich facilities. According to Dr. Martin Kimmich, deputy chairman of the supervisory board and chair of the Global Works Council, he’s built strong relationships inside the company.

“He is held in high regard by and enjoys the trust of BMW’s workforce,” Kimmich said. “Together with him, we look forward to continuing the long tradition of cooperative collaboration between the Works Council and corporate management as a foundation for our BMW success story.”

The Future of BMW

The next five years will be hugely important for the BMW brand. It plans to launch more than 40 new or updated models by the end of 2027, all of which will use the same computing systems as the new iX3.

That includes a full facelift of the company’s vehicle range, unified under the design direction set by the second-generation iX3. Many of those models will also adopt the iX3’s new Panoramic iDrive system, marking a significant update to both interface and in-cabin tech.

After a botched rollout and years of lackluster demand, General Motors announced plans to end production of the slow-selling BrightDrop vans. The announcement was made in October and it appears dealers are having a fire sale to get rid of remaining inventory.

I originally noticed this after a local Chevy dealer was advertising a van for roughly $22,000 below MSRP. However, that’s a drop in the bucket as Chevrolet of Troy, Ohio has knocked $28,315 off a 2025 BrightDrop 400. This means you can get the $68,310 EV for as little as $39,995.

More: GM Kills Electric Van Leaving Over 1,000 Canadian Workers In Limbo

That’s barely more than a Ford Mustang Mach-E, which starts at $37,995. More importantly, it undercuts the Ford E-Transit Cargo by $13,265.

Of course, that’s far from the only example as Miami’s Bomnin Chevrolet has their $69,435 BrightDrop 400 listed for $40,435. That’s a discount of $29,000, which means you can buy a 2027 Chevrolet Bolt with the savings.

Ray Chevrolet of Fox Lake, Illinois isn’t as generous, but they’ve marked their BrightDrop 400 down $28,348. That means you can get the $69,935 delivery van for just $41,587.

If the standard model is too small for your liking, you can always upgrade to the BrightDrop 600. Kool Chevrolet has a very cool discount of $23,600 on theirs, meaning you can get it for $47,450. That’s significantly better than the original MSRP of $71,050.

It’s a similar story at Columbus’ Ricart Chevrolet, which has slashed $25,253 off the price of their 2025 BrightDrop 600. As a result, the $73,430 EV can be had for $48,177.

These huge discounts are made possible thanks to $21,500 in customer cash. The offer requires buyers to take retail delivery by January 2, so you might want to act fast if you want to own a testament to GM’s ill-fated belief in EVs.

According to multiple reports, the European Union is working on a new proposal that would create an “E car” category. These would be small electric vehicles that are less advanced than traditional models.

The details are still in flux, but a draft proposal is expected to be released soon and Nikkei says the “relaxed technical requirements” could help to lower costs for European automakers. This would enable them to better compete with the onslaught of Chinese companies that have invaded Europe.

More: China’s Car Brands Are Quietly Eating Europe’s Lunch

The report suggests a number of currently mandated safety systems could be removed from E vehicles. This could include things like drowsiness detection systems that are designed for use on long distance trips.

If everything pans out, prices of small electric vehicles could drop by 10 percent to 20 percent. This could result in a number of new European EVs priced from €15,000 to €20,000 (equal to around $17,500 to $23,300 at current exchange rates).

While the size and weight of E cars is still to be determined, the publication suggested that some Japanese kei cars could meet the criteria “without any specification adjustments.” This would be a boon to automakers as they could easily export existing models to Europe.

Automotive World reports Stellantis, Renault, and Volkswagen could be the biggest beneficiaries of the move. The companies already offer small electric vehicles and even more are in the works. However, it remains unclear if these upcoming models would qualify for the category.

It’s also important to note that any changes would likely be a ways off. Following the introduction of the draft proposal, we can expect bureaucracy to take hold and slowly advance the idea. At current estimates, it could be a “few years” before E cars are launched, assuming they get approved in the first place.

Sources: Automotive World, Nikkei

Subaru introduced the 2026 Uncharted earlier this year, and now the company has announced it will arrive at dealerships early next year for $34,995. That positions the new entry-level EV well below the Solterra, undercutting it by $3,500, and places it a full $5,000 beneath the upcoming Trailseeker.

Kicking things off is the Uncharted Premium FWD, marking the first front-wheel-drive Subaru sold in the United States in decades.

It features an edgy design that is largely identical to the Toyota C-HR. While it won’t win any points for originality, the model sports LED headlights, rain-sensing wipers, and a power liftgate. The crossover also has 8.2 inches (208 mm) of ground clearance and 18-inch alloy wheels with gloss black covers.

More: Subaru’s New Trailseeker Costs $5,000 More Than The Outback

Moving inside, drivers are greeted by a minimalist cabin that has a 7-inch digital instrument cluster and a 14-inch infotainment system with Android Auto and Apple CarPlay. The latter screen resides above a stubby center console with a rotary shifter and a dual wireless smartphone charger.

Elsewhere, there are heated front seats with 10-way power adjustment on the driver’s side. The Uncharted also sports an ambient lighting system, a leather-wrapped steering wheel, and a dual-zone automatic climate control system. Rounding out the highlights are a six-speaker audio system and digital key technology.

The EyeSight driver assistance system comes standard and provides Adaptive Cruise Control, Front/Rear Cross Traffic Alert, and Lane Departure Prevention. They’re joined by Proactive Driving Assist, Road Sign Assist, and Emergency Steering Assist. Other highlights include a Blind-Spot Monitor and Safe Exit Assist.

Power comes from a 74.7 kWh battery pack that feeds a front-mounted motor producing 221 hp (165 kW / 224 PS). It should enable the model to have a range in excess of 300 miles (483 km). When the battery is low, owners can use the NACS port and a DC fast charger to take it from 10% to 80% in as little as 28 minutes.

Uncharted Sport

The Uncharted Sport begins at $39,795 and features a lightly revised exterior with roof rails. Buyers will also find an upgraded cabin with StarTex upholstery and a heated leather steering wheel. The model also has an eight-way power front passenger seat and a driver’s seat memory function.

The mid-level crossover gains additional driver assistance systems as well. They include Lane Change Assist, Traffic Jam Assist, and a Surround View Monitor.

The big news is a dual-motor all-wheel drive system producing 338 hp (252 kW / 343 PS). That’s a huge improvement over the base model and range doesn’t take much of a hit as Subaru predicts the Sport will be able to travel more than 285 miles (459 km) on a single charge.

Uncharted GT

Last but not least is the $43,795 Uncharted GT. It’s notable for having a panoramic glass roof as well as 20-inch wheels with a gunmetal finish. Customers can build on that by getting an optional two-tone paint job for an extra $970.

Interior changes are relatively minor, but the range-topping trim sports heated and ventilated front seats as well as heated rear chairs. They’re joined by an 11-speaker Harman Kardon premium audio system and a digital rearview mirror with HomeLink.

While the powertrain carries over from the Sport, the larger wheels and additional equipment conspire to rob the model of range. However, Subaru expects owners will be able to travel more than 270 miles (435 km) between stops.

2026 Subaru Uncharted Pricing

Prices exclude a $1,450 or $1,600 destination fee

Lucid Motors has plenty on its plate already. Cash burn, slow production ramps, a delayed Gravity SUV launch, and media stories about drivers being shafted with huge repair costs. Now it can add one more thing to the list: a high-profile lawsuit from its former chief engineer that claims a serious lack of harmony at the Newark, CA, HQ.

Eric Bach, who spent a decade at Lucid and rose to become Senior Vice President of Product and Chief Engineer, has filed a federal lawsuit alleging wrongful termination, discrimination, and retaliation.

What Sparked the Fallout?

At the center of the complaint is a claim that a senior HR executive referred to him as a “German Nazi” during an internal investigation into workplace culture. Bach was born and raised in Germany and says the remark was deeply offensive and discriminatory.

Also: Spilled Water Bricks Lucid, Repair Costs As Much As A Used Corolla

According to the lawsuit, Bach learned about the comment in mid-2025, months after the start of an HR-led culture probe Bach claims was already “tainted by racist beliefs.”

During that investigation, he says he was stripped of key responsibilities, including oversight of Lucid’s electric powertrain division, and excluded from board meetings.

After encouraging a colleague to report the remark through internal channels, Bach claims Lucid confirmed the comment was made, yet failed to act meaningfully.

Pushed Out

Things escalated from there. Bach says the company began pressuring him to resign in October 2025 before firing him outright on November 5. Lucid’s public statement at the time merely said he had “departed,” offering no hint of the brewing conflict behind the scenes.

Lucid, for its part, is having none of it. The automaker issued a blunt response calling Bach’s legal claims “absurd” and says it is confident the facts will show legitimate reasons for his termination.

Company sources have pointed to long-running product delays, quality issues, and execution problems, arguing that leadership restructuring was overdue.

Bach’s responsibilities were partially handed to Emad Dlala, who was promoted to Senior Vice President of Engineering and Digital after Bach’s exit.

Tricky Timing

The lawsuit lands at an awkward moment for Lucid. The company is still trying to ramp production of the Gravity SUV while developing a more affordable midsize EV due in late 2026.

Executive turnover has been relentless, with former CEO Peter Rawlinson resigning earlier this year and multiple vice presidents exiting across different strands of the business.

Also: Lucid Teases $50K Mid-Size SUV As It Readies L4 Autonomous Driving

Bach’s complaint paints a very different picture of his standing, citing praise from board members and repeated salary increases, and even suggestions that he was being groomed for a future CTO role.

He’s now requesting damages and a very public jury trial. For a company built on calm luxury, Lucid’s latest saga is anything but serene.

Sources: Wigdor, Tech Crunch

As the end of the year draws closer, Tesla has rolled out a set of last-minute offers designed to nudge buyers off the fence, something we’ve come to expect from the automaker in the final stretch of the calendar.

Arguably the most notable of these is a new financing deal for the entry-level Model Y Standard, now available with 0 percent APR on a 72-month term. That’s six years of interest-free payments, for anyone keeping count.

Read: Tesla Made The Model Y Standard Cheaper By Adding A Headliner To Hide The Glass Roof

The back-to-basics Model Y Standard was introduced a couple of months ago and prices start at $39,990 before destination and taxes. It’s based on the regular Model Y, but lacks many of its key selling points, including the panoramic glass roof and the front light bar. It also has a simpler interior.

Evidently, Tesla was eager to save as much money as possible when designing the car.

Zero Percent, But Not for All

When first launched, the Model Y Standard wasn’t included in Tesla’s promotional financing, but things have changed. It’s now available at 0 percent APR. However, this financing deal is only available if you’re willing to put down at least $2,069 at signing.

Additionally, you’ll need an excellent credit rating of 720 or above to get the deal. If your credit rating is between 680 and 720, the APR rises to 0.99 percent, or 1.99 percent with a 640-679 credit rating, and 2.99 percent with a sub-640 credit rating.

Tesla is offering the 0 percent financing deal for its 36-, 48-, 60-, and 72-month terms, but not its longest 84-month term.

Extras On the House

But wait, there’s more. Tesla is also tossing in a few extra incentives for EV buyers choosing from existing inventory. Depending on the car, some models are now being offered with one complimentary upgrade. A quick scroll through Tesla’s site shows examples with larger wheels, premium paint finishes, or the optional white interior included at no additional cost.

Whether this last-minute round of offers will give Tesla the year-end bump it’s chasing remains to be seen.

Americans aren’t exactly spoiled for choice when it comes to pint-sized urban runabouts. Those Kei cars from Japan that caught Donald Trump’s attention recently are off-limits, and Europe’s laughably compact quadricycles are considered too tiny to share the road with trucks and SUVs.

Still, Stellantis seems ready to test the limits of what American drivers will accept, choosing to bring over the Fiat Topolino, a vehicle so small, it makes the already diminutive 500 look like a family hauler.

Read: Fiat’s Bringing An EV To America So Small It Makes Kei Cars Look Like Cadillacs

To give you a sense of scale, the Topolino measures just 2.53 meters long (99.6 inches), making it seven inches shorter than the already tiny Smart Fortwo. That car, if you remember, looked like a Little Tikes Cozy Coupe next to your average truck.

Stellantis has been dabbling in the heavy quadricycle category since 2020, starting with the Citroen Ami, followed by the Opel Rocks Electric in 2021, and most recently the Fiat Topolino in 2023. All three share the same platform, and all three are designed with urban mobility in mind rather than highway cruising.

That got us wondering: what if this squat little EV were rebadged as a Dodge, Chrysler, or Jeep? Would American buyers warm up to it with a familiar name on the front?

Officially, Stellantis has no plans to expand the model lineup in North America. But given how freely these micro-EVs swap badges in Europe, it’s not much of a leap to imagine a domestic version. Maybe if it wore the right logo, this pocket-sized commuter could stand a better chance on American streets.

So we sketched out a few ideas: what would it look like if Dodge, Jeep, and Chrysler each took a swing at the format?

Jeep TrailBug: Like A Golf Cart For The Apocalypse

Based on the rugged Citroen Ami Buggy – more specifically, the Rip Curl concept with grippy tires, an LED roof bar, frame doors, and other accessories – the Jeep version was an easy win.

Using the Citroen Ami Buggy as a starting point, and specifically, the Rip Curl edition with its chunky tires, roof-mounted LEDs, and open-air doors, we imagined a Jeep-branded version that leans fully into rugged charm.

More: 2025 Citroen Ami Gets Funkier With Bulging Eyes And 2CV-Style Gills

The reworked front fascia includes a five-slot grille (sorry folks, room constraints nixed the full seven), with circular Wrangler-style LED headlights and Jeep-branded alloys. Matte plastic panels and a spartan cabin keep it functional, while the aesthetic reads more off-road pit crew than farmer’s market errand runner.

No, it wouldn’t come with Trail Rated credentials, but the TrailBug could still inject some Jeep attitude into cul-de-sac crawls and campground loops.

Dodge Lil’ Demon: Tiny Muscle Car Attitude

Our Dodge concept starts from the Opel Rocks Electric but pushes it in a more aggressive direction. The front gains a retro-style Cross Hair grille and a sharper lower bumper design.

More: Updated Opel Rocks Is A Mild Refresh Of The Citroen Ami Twin

Other touches pull directly from the brand’s muscle playbook, including Challenger-inspired quad headlights, Charger Daytona wheels, and a red paint scheme with full-length black stripes.

Chrysler AeroMini: A Retro Armchair On Wheels

The Chrysler version stays closest to the Fiat Topolino, as the retro aesthetic works great regardless of badge. We added a Chrysler wing emblem up front, U.S.-spec yellow indicators, chrome disc wheels, whitewall tires, and vintage mirrors.

The result is part mid-century cruiser, part bubble car. Its glossy navy finish paired with satin silver accents looks more like something from an airport lounge in 1958 than a modern EV.

As with their European siblings, all three of our fictional variants would share the same EV drivetrain and hardware underneath.

More: Tiny Jeep Dune Digital Concept Wants To Conquer Your Sidewalks

A single electric motor puts out 8 hp (6 kW / 8 PS), drawing power from a 5.4 kWh battery that offers up to 46 miles (75 km) of range. Hardly numbers that will worry Tesla, but then again, this thing looks more like a powered shopping cart than a proper car , and it performs accordingly.

In the US, these would likely fall into the “Neighborhood Electric Vehicle” category. They’re legal on certain public roads, but only at low speeds. European regulations follow a similar pattern, as under the L6e quadricycle class, models like this are capped at 28 mph and must weigh under 425 kg (without the battery).

So, from our imaginary garage, which of the three would you bring home? Would you take the Jeep TrailBug with its post-apocalyptic vibe, the sporty Dodge Lil’ Demon, or the Chrysler AeroMini channeling the Eisenhower era? Let us know which one you’d most like to wheel down the block.

Who knows, maybe someone from Stellantis is listening.

Photos Stellantis, Illustrations Thanos Pappas for CarScoops

Not long after carmakers caught a break from former US President Donald Trump, who relaxed stringent fuel economy standards, Ford chief executive Jim Farley has written an op-ed urging the European Union to adopt more pragmatic EV targets. Without them, he warns, the region could be swallowed up by fast-moving Chinese entrants.

Read: Ford’s Jim Farley Was “Shocked” After Tearing Down Chinese And Tesla EVs

In a Financial Times op-ed, Farley accuses European policymakers of crafting unrealistic regulations, only to revise them late in the year, creating what he calls a “recipe for turmoil.”

Ford’s CEO argues this approach costs automakers billions in investment by interrupting the “complex cycle of product design, engineering, and supply chains.”

A New Approach is Needed

While speaking in the White House last week, Farley noted that Biden-era policies were unreasonable and not in line with consumer demand. He’s drawn a direct comparison to the situation in Europe, pointing out that EV market share across the EU has stalled at around 16 percent, well short of Brussels’ 25 percent goal for 2025.

“The approach to regulation – mandate it and they will buy it – has failed,” he writes. “We must align carbon targets with actual market adoption and provide automakers with a realistic and reliable 10-year horizon. This includes giving consumers the option to drive hybrid vehicles for longer, bridging the gap rather than forcing a leap to EVs they aren’t ready to take.”

Farley also notes that Europe’s automakers have already poured hundreds of billions into electrification. In return, he believes governments need to step up with serious purchase incentives and support for charging infrastructure that goes well beyond affluent urban neighborhoods.

China Looms Large

The Blue Oval’s boss isn’t just concerned with government policy. He’s also keeping a close eye on the momentum of Chinese automakers. With massive overcapacity and a strong foothold in battery tech, China is now in a position to flood the European market. Over the past year alone, Chinese EV brands have doubled their market share in the region.

“EU vehicle production is now 3mn units below pre-Covid levels,” Farley notes. “Plants are going dark. In 2024 alone, 90,000 jobs in the automotive industry evaporated. These are the kinds of jobs that sustain European social stability”.

This isn’t a hypothetical threat. Farley argues that a combination of subsidized Chinese EVs and rigid carbon mandates could upend the local industry faster than policymakers anticipate.

“To be clear, the industry is not asking for a bailout,” he adds. “We are not asking for protectionism to shield inefficiency. At Ford, we will continue to do the hard work of restructuring. We have closed legacy facilities, reduced our workforce and slimmed down costs to become more agile….But if Europe wants to avoid becoming a museum of 20th-century manufacturing, we need an urgent reset and a long-term plan.”

“This is not a transition,” he warns. “It’s more like a wind-down of Europe’s automotive industry.”
Without immediate course correction, Farley argues, Europe’s industrial backbone could slip into long-term decline.

Source: Financial Times

Cupra may be gearing up to steal the spotlight in 2026 with the all-new Raval subcompact EV, but it hasn’t forgotten about the car that helped define its electric identity.

Fresh spy shots of a lightly camouflaged Cupra Born prototype show the brand is still hard at work on a mid-life update for its popular electric hatchback, even if the changes aren’t exactly revolutionary.

Related: Cupra’s New EV Troublemaker Looks Like It Has Circular Saw Blades For Wheels

We last caught the refreshed Born testing around six months ago, and judging by these latest images, Cupra’s approach remains firmly evolutionary rather than radical.

That’s probably not a bad thing, as the Born is still one of the better-looking small EVs on the market, and in our opinion, it’s far more dynamic than the VW ID.3 hatch it’s based on.

As before, camouflage is concentrated around the front and rear, hinting at redesigned bumpers and updated lighting graphics. Up front, the lower grille appears taller and more sculpted, flanked by vertical outer vents that should add some visual width and aggression.

It’s a subtle tweak, but one that aligns the Born more closely with Cupra’s latest design language seen on models like the Tavascan and Terramar, plus the Raval.

At the back, the refresh seems equally restrained. The rear bumper appears to house a reworked diffuser with a more pronounced lip at the corners, giving the Born a slightly lower, tougher stance. Again, nothing dramatic, but enough to differentiate the facelifted car from earlier models if you know where to look.

A topped and tailed ID.3

The doors, roofline, and overall proportions appear untouched, which is no surprise considering just how much the Born shares with its Volkswagen ID.3 sibling. In fact, the two cars are so closely related that even the doors are interchangeable, making sweeping body changes impossible without VW Group-wide approval.

Inside, we don’t expect many surprises. Cupra already addressed the Born’s biggest interior weakness in 2024 by fitting VW’s much-improved 12.9-inch touchscreen, and the cabin quality far outshines the ID.3’s, so any further upgrades are likely limited to trim and software tweaks.

Up to 322 hp

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Mechanically, the Born lineup should remain familiar. The existing 201 hp (204 PS / 150 kW) and 228 hp (231 PS / 170 kW) rear-wheel-drive variants will likely carry over, alongside the punchy 322 hp (327 PS / 240 kW) VZ hot hatch introduced last year.

While big power bumps aren’t expected, Cupra may try to eke out a few extra miles of range from the 59, 77, and 79 kWh battery options.

With the Born already capable of up to 369 miles (594 km) on a charge, this refresh looks less about reinvention and more about keeping Cupra’s electric hatch sharp so it still looks and feels on the pace in 2026 when the smaller, front-wheel drive Raval arrives.

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There was a time when Europe’s roads were dotted with compact and subcompact minivans, purpose-built to juggle space, versatility, and daily practicality. That era faded fast once SUVs rolled in and pushed the category toward near extinction. But Citroen isn’t quite ready to let the minivan disappear quietly into the past.

The French automaker has unveiled the Citroen ELO, a concept it calls a “laboratory of ideas,” blending a boxy, unmistakably van-like silhouette with a modular six-seat cabin that is, by all accounts, very orange.

Review: We Drove The New C5 Aircross And Lost Our Jeep’s Compass To Citroen’s Comfort

While not a direct preview of an upcoming production vehicle, the ELO hints at where Citroen’s design language may be heading, and perhaps at how the brand still sees a future for vehicles shaped around utility rather than what sells fashion.

The name of the concept originates from the words rEst, pLay, and wOrk, communicating some of its use case scenarios. Measuring 4.10 m (161.4 inches) long, it is about the same size with the discontinued C3 Picasso and the previous generation C3 Aircross. However, it looks nothing like these models, adopting single-box proportions.

Reinventing the Urban MPV

Its name is an acronym of sorts, built from the words rEst, pLay, and wOrk, each pointing to one of the concept’s imagined roles. Measuring 4.10 meters (161.4 inches) in length, it roughly matches the size of the now-discontinued C3 Picasso and the previous C3 Aircross.

In shape, though, it’s a clean break, leaning into a single-box form that has little in common with those models.

More: Citroen Oli Concept Could Inspire Next-Gen C4

Up front, the ELO wears squared-off LED lights and a large, illuminated Citroen badge, bookended by a utilitarian front bumper that’s mirrored around the back. The windshield has a weird curve and is joined by a small glass roof. The profile is dominated by the large greenhouse and the sliding doors that create a 1.92 m (75.6-inch) wide opening.

The concept rides on 21-inch wheels with futuristic covers. There are horizontal cutouts above the fender on the beltline, while the roofline drops towards the rear section. The rear has an asymmetrical door and glass, with split LED taillights mirroring the shape of the headlights.

Four Or Six Seats

Inside, the ELO is configured as a “modular living space,” designed to hold either four or six people. The layout is unorthodox: the driver’s seat is mounted in the center, with two removable passenger seats positioned slightly behind it, and a three-person bench completing the rear row.

The front seat can swivel, creating a living room or a work space for meetings. The rear section of the cabin can transform into a sleeping area thanks to a pair of inflatable mattresses.

These are made of a durable material called Dropstitch and can be stored in the trunk. Furthermore, a drop-down screen turns the EV into a home theater.

The ELO doesn’t have a dashboard in the conventional sense. In its place, the ELO features an open section ahead of the driver and a slim display mounted beneath the front windshield.

The steering wheel juts out from the front wall in a futuristic shape, equipped with two joystick-style inputs and traditional stalks, replacing the need for a touchscreen. Door cards and side panels incorporate clever storage solutions, as expected in a van shaped around practicality.

More: Citroen’s Budget Fastback Looks Fast Only When Standing Still

The concept rides on a fully electric architecture, which is beneficial for packaging. Citroen hasn’t shared the specifications of the electric motors or the battery pack, but said that the “natural habitat” of the concept is urban areas.

It Could Spawn a Subcompact Offering

The concept will make its first public appearance at the Brussels Motor Show in January 2026. While it’s not destined for production in this form, French outlet L’Argus reports that it could influence a future subcompact model expected in 2028. That vehicle would slot somewhere between the C3 hatchback and the C3 Aircross SUV.

Citroen’s Design Director, Pierre Leclercq, referred to the ELO as “a burst of energy,” describing it as a design experiment built around practicality, efficiency, and a touch of whimsy. CEO Xavier Chardon echoed that, calling the concept both “a laboratory of ideas” and “a powerful message that carries our vision of what Citroen should be”

Ford has finally found a way back into Europe’s affordable small-car market by borrowing one of Renault’s smartest ideas.

Related: Renault Is Emptying Its Secret Vault And The Concept Cars Inside Are Unreal

The two automakers have announced a new strategic partnership that will see Ford launch at least two electric cars for Europe using Renault’s Ampr EV platform, the same architecture used in the Renault 4 and 5.

What’s Replacing the Fiesta?

One of Ford’s upcoming EVs is expected to become a spiritual successor to the Fiesta, a car Ford unceremoniously killed off in 2023 after eight generations and nearly five decades.

The new electric supermini is due to arrive in early 2028 and will be built alongside the Renault 5 at Renault’s ElectriCity complex in Douai, France.

The second model will likely be a compact electric crossover based on the Renault 4, potentially replacing the Puma Gen-E somewhere down the line.

Given Ford’s Explorer EV is based on VW’s ID.4 you might have expected Ford to borrow the upcoming ID.Polo and ID.Cross’s MEB platform for its new small cars, but instead it turned to Renault.

Crucially, Ford is insisting these won’t be lazy badge-engineering exercises. Unlike the new Nissan Micra, which is essentially a rebodied Renault 5, Ford says its new EVs will be “distinct Ford-branded vehicles” designed in-house.

Expect unique styling, bespoke interiors, and chassis tuning aimed squarely at delivering the driving feel Ford fans expect.

Under the skin, though, the shared EV hardware will be identical. That likely means front-mounted motors producing 121 hp (122 PS / 90 kW) in regular versions and 215 hp (218 PS / 160 kW) in a reborn Fiesta ST, plus battery options of 40 kWh and 52 kWh.

Can It Save Ford in Europe?

For Ford, time is of the essence. With Focus production ended, the Fiesta long gone and its Explorer and Capri electric SUV and crossover underperforming, the brand’s market share has cratered.

A Fiesta-sized EV priced close to the Renault 5’s expected €25,000 (£22k/$29k) mark could be exactly what Ford needs to regain relevance.

But a new lineup of subcompact EVs isn’t all we’ll see as a result of this partnership. The duo has also agreed to explore the possibilities of joining forces for new light commercial vehicles.

Nissan offered an early glimpse of the Juke EV earlier this year through a darkened teaser, and now fresh spy shots have caught the upcoming electric crossover out in the wild, testing on European roads.

More: New Nissan Juke Spied Looking Like A Japanese Ford Puma

Dressed in black and white camouflage, the prototype is loosely inspired by the Hyper Punk concept and features large headlights that are hidden behind disguise. We can also see a wide central intake, which appears to have a pronounced sensor.

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Moving further back, there’s a rakish windscreen that meets an angular roof. The model also has an upward sweeping beltline and a compact greenhouse.

The front door handles appear to be flush-mounted, while the rear handles are integrated into the upper door trim. Elsewhere, there are aerodynamic wheels and thick side skirts that help to hide the battery pack.

Out back, there’s a liftgate with an angular rear window and a sizable spoiler. They’re joined by split lighting units that have upper turn signals as well as large, squared off brake lights with interesting graphics.

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The Juke is expected to borrow heavily from the redesigned Leaf and ride on the same CMF-EV / AmpR Medium platform. This likely means it will use the car’s 52 kWh battery pack, which enables the model to have a WLTP combined range in excess of 271 miles (436 km).

We also wouldn’t be surprised if it uses the Leaf’s entry-level motor, which produces 174 hp (130 kW / 177 PS) and 254 lb-ft (345 Nm) of torque. This enables the model to accelerate from 0-62 mph (0-100 km/h) in 8.3 seconds, before hitting a top speed of 100 mph (161 km/h).

Nissan hasn’t said much about the upcoming model, but they’ve previously confirmed the compact crossover will be launched in fiscal year 2026. It will be built at the company’s Sunderland Plant alongside the Leaf.

Stellantis dealers are struggling to sell the Fiat 500X years after its demise, but they’re getting some much needed relief as the Italian brand has announced the Topolino is coming to the USA.

Also: Trump Saw These “Really Cute” Cars In Japan And Now Wants Them On US Roads

Technically, you could fit a couple of them in the same space as a single 500X, so inventory headaches might be minimal. But sarcasm aside, Fiat really has announced it’s bringing the bite-sized model to the States.

The company will share more details next year, but the Topolino is a small two-seat electric vehicle that has a front-mounted motor developing 8 hp (6 kW / 8 PS) and 32 lb-ft (44 Nm) of torque. It’s powered by a 5.4 kWh battery pack, which provides a range of 46 miles (75 km) under the World Motorcycle Test Cycle.

The European model has a top speed of 28 mph (45 km/h) and it can accelerate to that number in ten seconds flat. This would make it ideal for use in neighborhoods, where golf carts have exploded in popularity.

We’ll learn more about the US-spec model in the coming months, but the European Topolino rides on 14-inch wheels. The ultra-compact EV is also sold in Europe as the Citroen Ami and Opel Rocks, though those variants won’t be making their way here. Unless Dodge or Jeep get any weird ideas.

Also: For $5K, Transform Your Citroen Ami Into A Retro 1947 Type H Van

If you thought Japan’s Kei cars were small, just wait until Fiat’s Topolino starts showing up on American roads. The tiny two-seater measures 99.8 inches (2,535 mm) long with a wheelbase that spans 68.1 inches (1,730 mm).

That’s 43.1 inches (1,096 mm) shorter than the slow-selling 500e, which starts at $30,500 before a hefty $1,995 destination fee. Just imagine this thing next to an Escalade or an F-150.

Fiat Unveils Topolino Art Car

The announcement was accompanied by the unveiling of an art car at Miami Art Week. The one-off model was created in collaboration with Romero Britto, who is known for his “vibrant, colorful style that blends elements of cubism, pop art and graffiti.”

More: Fiat Topolino Micro EV Priced From Just $8k In Italy

Dubbed the Brittolino, the model features a colorful exterior with multiple sections that each has its own unique design. We can also see a contrasting blue roof and doors that have been replaced by ropes. They’re joined by Britto-branded wheels and silver bumpers.

Fiat CEO Olivier Francois said the Topolino “is now everywhere in Europe” and has made several appearances in the United States over the past year, where it has generated “tremendous excitement among consumers.” He added it has been such a hit that “I’m happy to share that we’ll be bringing the Fiat Topolino to the US.”