Mercedes held their capital markets day presentation yesterday and announced plans to stage seven world premieres in the next three months. That’s an impressive number, especially considering the company has already introduced the facelifted S-Class and GLC 53.

The automaker didn’t delve into many specifics, but confirmed the new Mercedes-Maybach S-Class debuts in March. The company added the AMG GT 4-Door arrives later this year, while the SUV variant follows in 2027. That year will also see the unveiling of the G-Class Cabriolet.

More: New Mercedes G-Class Cabrio Teased As Testing Begins

While details are light, a slide suggested Mercedes will introduce 16 vehicles this year. Six of them will be fully electric, while the others will have internal combustion engines.

Many of these will be “Top-End” vehicles, which implies we can expect a number of new S-Class variants including the aforementioned Maybach. Some of the others are presumably AMG versions.

As for the Top-End EVs, spy photographers have snapped a facelifted EQS on multiple occasions. It’s expected to feature starry lighting units, a new 800 volt electrical architecture, and an upgraded powertrain. The latter could combine an improved battery with more efficient motors.

2026 will also see the introduction of five Core ICE-powered vehicles and three EVs. One of the latter appears to be the new GLC EQ L for China, which was mentioned in one of the presentations.

On the Entry side of things, there will be a new ICE and EV model. It will join the CLA and GLB, suggesting this could be the redesigned GLA.

2027 will see the introduction of 14 models, three of which will be fully electric. A vast majority of these will become part of the brand’s Core family, while some of the Top-End models could be the facelifted SL.

Mercedes also mentioned a new long-wheelbase GLE for China, which will presumably be based on the facelifted crossover. However, it’s unclear when either model will arrive.

Financials

Fun stuff aside, Mercedes announced adjusted earnings before interest and taxes fell from €13.7 ($16.3) billion in 2024 to €8.2 ($9.7) billion last year. The company blamed the drop on challenges in China, tariffs, and foreign exchange headwinds. On the bright side, the company reduced research and development costs related to future architectures and technologies.

Investors probably won’t like the news, nor will they be thrilled by the proposed dividend of €3.50 ($4.15) per share. That’s significantly less than last year’s payout of €4.30 ($5.10).

H/T to Motor1

January tested the resilience of China’s auto market, exposing fault lines for some brands while spotlighting the rare breakout success. Many domestic manufacturers reported sales declines, with BYD among the most notable names to feel the squeeze. Yet even in a cooling climate, certain models found remarkable momentum. None more so than the Xiaomi YU7.

The all electric SUV, positioned as a rival to the Tesla Model Y and styled with more than a passing resemblance to the Ferrari Purosangue, was the best-selling new vehicle in China last month.

Read: This Ferrari SUV Lookalike From China Makes More Power Than The Real One

According to figures shared by Autohome, it moved 37,869 units, comfortably ahead of the Geely Boyue L in second place with 34,176 sales. The Geely Geome Xingyuan followed with 29,007, while the Aito M7 secured fourth with 26,454 units.

The presence of two Geely models in the top 5 best-sellers reflects a strong month for the group, with sales up 1 percent year-on-year to more than 270,000 units. The M7 from Aito, backed by Huawei and Seres, also surged in popularity, as did other models from the brand, helping it deliver more than 40,000 vehicles, a surge of over 80 percent from January 2025.

Sales of the YU7 in China have remained strong in recent months. December saw 39,089 units sold, making it the third best selling new car in China at the time. That figure represented a clear rise from November’s 33,729 and October’s 33,662.

It has also moved decisively ahead of the Tesla Model Y, selling more than twice as many units. The Model Y ranked only 20th last month, with 16,845 sales, a result that would have seemed unlikely not long ago. In fact, it was China’s best-selling model in December.

Familiar Names Climb The Charts

Perhaps the biggest surprises came from Volkswagen. It ranked fifth in China’s top 20 best-selling cars last month, led by the Sagitar with 25,316 units sold. VW also sold 23,481 Lavidas, 21,330 Tiguan Ls, 20,799 Passats, and 19,306 Magotans. In addition, the Nissan Slyphy sold 24,209 units, indicating that not all hope is lost for legacy carmakers in the country.

Things weren’t so rosy for BYD. It sold 205,518 vehicles in China last month across its brands, a significant decline from the 300,538 in January 2025. Only one of its models entered the top 20, the Fang Cheng Bao Ti7, which ranked 18th with 17,116 units sold.

China New Car Retail Sales January 2026

Sources: Autohome, Carnewschina

The Trump administration has found a new way to hamper electric vehicles as Transportation Secretary Sean Duffy is eyeing an expanded “Buy America public interest waiver” for electric vehicle chargers. The proposal would increase the required domestic content from 55 percent to 100 percent.

Needless to say, that’s a tall order and would likely require significant changes to supply chains. The move would also likely drive up costs, while limiting options.

More: Trump Administration Rolls Out Updated EV Charger Program

While there are obvious drawbacks, the government pointed to several benefits as they suggested the change would “strengthen domestic manufacturing, generate new American jobs, make U.S. businesses more competitive, and address potential national security concerns.”

They went on to say the administration believes manufacturers have the capacity to produce chargers in America with high domestic content.

Security Concerns In Focus

The Federal Highway Administration added the change would “protect Americans from foreign-made EV charger components that use technology with cybersecurity vulnerabilities.” Speaking of which, there have been growing concerns about vulnerabilities in American infrastructure.

Last year, the FHA warned everything from traffic signs to cameras and weather stations could be equipped with hidden cellular radios installed in batteries or inverters. The fear is these could be used for surveillance or conducting a targeted outage during the outbreak of hostilities.

What Happens Next?

The proposal hasn’t been finalized and the requirement would only apply to federally funded EV charger projects. For now, it appears there will be a comment period before the government makes its final determination.

In a statement, Secretary Duffy said “We’re ensuring that if Congress wants to see these chargers built, we put America First. Doing so will unleash American manufacturing, protect our national security, and prevent taxpayer dollars from subsidizing our foreign adversaries.”

After a decade of growth, America’s electric car boom has stopped booming. In 2025, EV registrations slipped 0.4 percent to 1.3 million units, marking the first annual decline in at least 10 years. That’s not exactly a collapse, but it is the first crack in what once looked like an unstoppable surge.

The real drama arrived in December. Registrations plunged 48 percent year over year to just 75,427 vehicles after Congress repealed the $7,500 federal EV tax credit. EVs’ share of the overall market tumbled from 9.9 percent in December 2024 to 5.3 percent in the same month in ’25.

Related: EV Sales Are Booming Everywhere Except One Place

For the full year, EVs accounted for 7.8 percent of light vehicle registrations, down slightly from 8 percent in 2024, according to S&P Global Mobility data reported by Auto News. Meanwhile, total vehicle registrations rose 2.2 percent to 16.25 million units. In other words, Americans kept buying cars, but they increasingly chose ones with old-fashioned combustion engines.

Warning Signs Were There

The slowdown didn’t come out of nowhere. Growth had already cooled from triple-digit surges earlier in the decade to an 11 percent gain in 2024. Through the first half of 2025, EV registrations were still up 4.6 percent before the July announcement that the tax credit would vanish at the end of September. Buyers rushed to beat the deadline in the third quarter, then the market fell silent in the fourth.

Price remains the elephant in the charging bay. Even with incentives, EV sticker prices have hovered above what mainstream buyers feel comfortable paying. Early adopters are largely spoken for, and the next wave of customers worries about charging access and range anxiety. Hybrids have quietly become the safe middle ground.

Tesla Trouble

Tesla, still the heavyweight champion of EV sales, saw its registrations drop 6.8 percent for the year to 570,418 vehicles. Its market share slipped 3.1 percent to 44.9 percent. December was painful but not catastrophic, with a 35 percent decline.

The Model Y held its crown, but the Cybertruck and Model 3 both took heavy hits, and with the Model S and X due to be axed this year and the once-rumored small model not happening, this year is going to be tough, too.

Ford endured an even steeper December slide of 61 percent, while Cadillac enjoyed a rare bright spot thanks to genuinely fresh models, something Tesla badly needs. Rivian and Hyundai also saw declines, underscoring that this was not a one-brand problem, though Rivian does at least have a plan in the form of the smaller R2 SUV that goes on sale this year.

So is that it for EVs? Was it just a brief fad, like fidget spinners? No, analysts expect a slow and steady rebound as automakers trim prices and expand incentives. Charging networks are improving, and some EVs are nearing price parity with comparable gas models. The boom may be over, but the electric story is far from finished.

The Chinese government is stepping up efforts to end the price war among local car manufacturers following a sales decline in the first month of the year. In what is the government’s most drastic step yet, there will be a cap on how low automakers can price their vehicles.

Newly-released guidelines from the State Administration for Market Regulation explicitly ban companies from setting prices below the cost of production as part of their efforts to monopolize the market and squeeze out competition.

Read: China’s EV Boom Is Cooling, And The Big Names Are Feeling It

According to the China Automobile Dealers Association, the price war has caused up to 471 billion yuan ($68 billion) in lost output over the past three years. Market sales dipped by their fastest pace in almost two years in January, declining 19.5 percent year-on-year.

Sales fell by an even more considerable 36 percent from December 2025 to January, plummeting from 2.2 million units to 1.4 million, CTV News reports.

Some analysts predict that domestic demand for new cars in China will fall this year, with sales potentially dropping by up to 3 percent. However, Chinese car companies may offset this by exporting more vehicles to overseas markets. BYD, for example, aims to export 1.3 million battery-electric and plug-in hybrid vehicles this year, up from 1.05 million last year.

The Chinese market regulator has warned that companies that don’t comply with the new rules may face “significant legal risks,” although it didn’t reveal what actions could be taken.

Supplier Payment Cycles Slashed

This new ban on setting prices below the cost of production isn’t the only measure being taken to quell the price war. Tighter government oversight has led many major automakers to reduce their supplier payment cycles from an average of 300 days to under 60 days.

As reported by the South China Morning Post, many Chinese car brands have frequently extended payment cycles to keep cash reserves, enabling them to ramp up research and development. The new government oversight appears to be helping.

“The results showed government intervention worked, as the automotive groups feared they could face severe punishment if they failed to operate in compliance with the authorities’ requirements,” chief executive of the Shanghai Mingling Auto Service consultancy Chen Jinzhu said. “Without delayed payments to suppliers, they will not have sufficient cash on hand to sustain discount wars.”

In the space of just a few months, Audi has moved from teasing a China only concept to testing the finished product. Shortly after the first photos of the China only AUDI E7X surfaced, the company released a fresh image of its mid size electric SUV undergoing cold weather testing in China.

While several of Audi’s electric models in Western markets have felt stale and predictable, this one from its all-caps AUDI sub-brand for China looks like a real threat to the country’s homegrown EV powerhouses.

Read: The New AUDI E7X Looks Nothing Like The Audis You Know

The design of the E7X is virtually identical to the E SUV Concept that AUDI presented at last November’s Guangzhou Auto Show. As such, it looks very similar to the E5 Sportback, albeit in the form of a high-riding crossover. Finished in a deep shade of purple and pictured driving on the snow, there’s no denying that it’s a head-turner.

The new image confirms that the front end will include an illuminated AUDI badge, with the intricate LED daytime running lights sweeping across the entire fascia. Created in partnership with Chinese juggernaut SAIC, the E7X is quite imposing, but should look right at home in some of the country’s bright and bustling cities.

Like the E5 Sportback, the E7X includes a prominent LiDAR poking out from the roof, as well as a set of digital wing mirrors. Details released in December by China’s Ministry of Industry and Information Technology confirmed that the digital mirrors will be optional, with traditional mirrors offered as an alternative.

At the rear, the lighting theme continues. An AUDI badge glows red, framed by LED taillights that wrap around the tailgate. There’s also a prominent split rooftop spoiler to aid in aerodynamics.

Powertrain Options

In terms of power, the electric E7X will have plenty. The entry-level model will use a rear-mounted motor with 402 hp, and an all-wheel drive version will also be available, fitted with dual motors to deliver 671 hp.

Shoppers will be able to choose between a 100 kWh battery and a 109.3 kWh unit, both compatible with an 800-volt electrical architecture. The E7X’s driving range will vary between 615 km (382 miles) and 751 km (466 miles), depending on the motor and battery configuration, as well as different wheel sizes.

The E7X measures 198.8 inches (5,049 mm) in length, 78.6 inches (1,997 mm) in width, and 67.3 inches (1,710 mm) in height, with a wheelbase stretching 120.5 inches (3,060 mm). That makes the production model slightly smaller and shorter than the original concept, though the overall proportions remain close.

More details about the E7X, including the all important pricing, are expected in the coming months.

Another day, another fire-related recall involving an electric vehicle. This has become a common occurrence, but the déjà vu goes much deeper as Mercedes is recalling the EQB for a third time.

The latest campaign is known as 26V073 and it replaces two recalls from last year that involved 7,531 vehicles. Unfortunately for owners, crossovers that were previously ‘repaired’ under those recalls will need to get the new fix.

More: Mercedes EQB Recalled Over Fire Risk

According to the government, 11,895 EQBs from the 2022-2024 model years have a battery that may fail internally. If this happens, the vehicle could catch on fire while parked or being driven.

Software Fix Under Question

While there’s a lot of back story, the initial recalls were sparked by a series of thermal events. The company tried to address the problem with a software update, but two crossovers that received the upgrade caught on fire late last year.

This kicked off an investigation, which eventually determined the effectiveness of the software update to reduce fire risks could not be “fully confirmed.” As a result, Mercedes decided to conduct a new recall that will see thousands of batteries replaced.

The batteries were supplied by China’s Farasis Energy and the National Highway Traffic Safety Administration said they could experience an internal short circuit of a battery cell. This is being blamed on deviations in the production process, which resulted in batteries that are “considered to be less robust against different stress factors potentially occurring during the life of the vehicle.”

What Should Owners Do Now?

Since a high state-of-charge appears to be a factor, owners are being advised to limit battery charging to a maximum of 80 percent. They should also park outside and away from structures until the battery is replaced. Unfortunately, that’s easier said than done as a final remedy isn’t available at this point.

That’s bad news for owners, but notification letters will go out later this month. When replacement batteries are available, a second letter will be sent out. This impacts the 2022-2024 EQB 300 4MATIC, 2022-2024 EQB 350 4MATIC, and the 2023-2024 EQB 250+.

The Jeep Avenger might still seem fresh to many drivers, but Stellantis isn’t waiting around. Just a few years after its 2023 debut, the small SUV is already heading for a mid-cycle refresh. The updated model is expected to arrive in early 2027, and now, we’re getting our first look.

Caught during cold-weather testing in Europe, a camouflaged prototype hints at what Jeep may be changing on its smallest offering.

Review: Jeep Avenger EV Is A Fun Little Gem That’s Too Small For US

The development vehicle wears a full wrap with Jeep-branded graphics, doing its best to hide the details. But through a few narrow openings, the split LED headlights and cooling intakes seem to be in exactly the same spots as before. One noticeable adjustment, though: the fog lights have shifted slightly lower in the front bumper.

Baldauf

The sculpted profile of the Avenger will most likely be carried over from the current version. Still, the plastic cladding might get a mild revision, and we’re expecting some new alloy wheel designs and exterior colors to freshen things up.

Review: Jeep Avenger Proves ICE And Manual Combo Can Still Be Compelling

At the back, the prototype doesn’t seem to wear any redesigned panels, although this could change as we move closer to the launch date. The single tailpipe suggests that the turbo 1.2-liter three-cylinder gasoline engine lies under the hood, either in non-electrified or mild-hybrid forms.

What To Expect Inside

Our spy photographers managed to get a glimpse inside the cabin, though Stellantis engineers didn’t make it easy. Everything from the dashboard to the door panels and seats was concealed beneath vinyl. The SUV still appears to feature the free-standing infotainment display, positioned separately from the digital instrument cluster. Even so, the effort to hide it all suggests that changes are coming.

It remains to be seen whether Jeep will add softer materials instead of the hard plastics of the current model, at least on the main touchpoints. We also expect that equipment will be updated with the latest connectivity and safety tech from the Stellantis parts bin.

As for the mechanical side, it’s too early for specifics, but there’s no sign of a major overhaul. The current Avenger offers internal combustion, mild-hybrid, and fully electric options, and that lineup will likely continue. An all-wheel-drive variant is already available through the mild-hybrid 4xe trim, and that setup should carry over.

More: Jeep’s Smallest SUV Will Be Built In South America With A Local Twist

The Avenger rides on Stellantis’s updated CMP/eCMP platform, shared with several other models including the Alfa Romeo Junior and Fiat 600. It also underpins the Lancia Ypsilon, Opel Corsa and Mokka, Peugeot 208 and 2008, and DS3. That shared DNA means many of the same components and configurations are likely to remain in play for the refresh.

Baldauf

We’ll keep watching the test fleet as Jeep continues development. With any luck, the next round of spy shots will reveal more by shedding some of the camouflage.

Outside of Europe, the smallest Jeep is getting ready for a wider rollout. Production will soon begin in Brazil, where the Avenger will be offered with region-specific updates. In fact, this camouflaged prototype might not just preview a facelift for Europe, it could also be part of the testing program for a localized South American version with its own powertrain changes.

Like so many other car manufacturers, Volvo’s line-up is becoming increasingly dominated by crossovers and high-riding SUVs, but there’s hope for those who like sedans and estates. According to the Swedish carmaker, the new SPA3 platform for the EX60 offers the flexibility to support low-slung vehicles.

The new underpinnings, which debut in the EX60, have been created in such a way that battery capacity doesn’t determine the height of the vehicle. This is an important distinguishing point between it and the EX90 and ES90’s SPA2 platform, which is an adapted version of the combustion platform.

Read: Volvo Just Gave Its Three-Row EV A Huge Upgrade

In an interview with Autocar, Volvo’s chief technology officer Anders Bell explained that SPA3 enables future EVs to stay closer in width and height to their combustion counterparts. Without having to stretch dimensions just to fit large battery packs, the platform avoids compromising interior space.

Bell added that over 7 kWh of battery capacity can be shifted ahead of the front wheels, opening up more possibilities for weight distribution and design flexibility.

That flexibility comes from a clean-sheet rethink of the platform’s fundamentals. “We can make [cars] high. We can make them low,” said Bell. “It’s all in scalability, and this is unlocked by removing the combustion engine, the exhaust, fuel tanks and everything from the equation, and finding new ways to build up the bone structure and the scalability of the platform.”

Whereas adapted combustion platforms force battery packs to sit entirely between the axles, SPA3 gives designers more room to work with. Cells can now be placed ahead of the scuttle, using more of the floorpan without compromising crash safety or vehicle dynamics.

New Designs Are Now Possible

This means that “in a lower car, you can depopulate cells in the rear footwell, because this is actually what sets the lowest height of a car: the rear-seat passenger.” He noted that many current EVs based on ICE platforms look like baby SUVs because the cars must be raised to accommodate a flat battery pack between the wheels.

By pushing modules ahead of the windscreen, Volvo also creates space for what Bell calls “foot garages.” Similar to those found in the Porsche Taycan and Audi E-tron GT, these recessed floor sections allow for lower seating positions. The result is an EV interior that feels more like a traditional car, with lower rooflines and more natural driving ergonomics.

According to Bell, the new architecture gives Volvo the option to build just about anything it wants. “We can do low. We can do sleek. We can do high. We can do MPVs… It’s all in the cookbook. What we choose to do, however, is a different story.”

A New S60, or V60?

While Volvo wouldn’t reveal what kind of low-slung cars it might have in the works, Bell reiterated it can now go “very low, like proper low,” adding “you can achieve this fantastic bandwidth so we can make super-sleek cars, like there’s no battery pack that affects the height of the roof.”

In theory, this could mean electric versions of sedans like the S60 or S90 could be possible, as well as estates like a new V60 and V90. Such models could look a whole lot more appealing than the ES90, which is Volvo’s current closest car to an electric sedan, but actually sits as high as a crossover because of the ICE-derived underpinnings.

Ford has never been shy about making big, attention-grabbing bets. Sometimes they pay off, sometimes they don’t. In early 2022, the company announced it was splitting its automaking operations into two distinct branches: Ford Blue, handling traditional combustion vehicles, and Ford Model e, dedicated to EVs. At the time, it sounded like a smart move, especially with EV demand climbing fast.

That optimism, however, hasn’t quite paid off. Fast forward four years, and Ford’s huge investments in EVs have come back to bite it. In its latest financial results, the automaker disclosed that the Model e division posted a staggering $4.48 billion loss in 2025. Worse, those losses are expected to continue mounting, even after canceling several planned EV projects.

Read: Ford Got The Loan And Built The EV Battery Plant. Now Everything’s Falling Apart

Earlier this week, Ford revealed its electric car business will likely lose between $4 billion and $4.5 billion this year, and will continue to lose money through at least 2027 and 2028.

Speaking on a conference call following the earnings report, Ford CFO Sherry House stated the company is not aiming for a breakeven point for the Model e brand until “around 2029.”

Tallying The Fallout

In the four years since the Model e division was established, Ford lost more than $16 billion. That’s an extraordinary amount of money, particularly when you consider that the only electric cars it currently sells in its home market are the Mustang Mach-E and E-Transit, following the early demise of the F-150 Lightning.

Combustion Still Carries The Load

According to The New York Times, Ford’s losses in electric vehicles were offset last year by stronger performance from its combustion-powered lineup and commercial vehicle sales. Those segments generated enough revenue to support an adjusted earnings total of $6.8 billion before interest and taxes. Ford expects those numbers to climb in 2026, projecting earnings between $8 billion and $10 billion.

Read: Farley Just Realized $55K EV Trucks Don’t Sell, After Ford Made Sure That’s All It Sold

One of the earliest signs of Ford backtracking on EVs came last year when it confirmed production of the F-150 Lightning had been halted indefinitely.

Still, there’s a sliver of hope for those holding out for an electrified truck. The next-generation F-150 Lightning is in the works and will feature a range-extending powertrain that combines electric drive with a combustion engine backup, offering over 700 miles of combined range.

After a string of high-profile crashes in the US and overseas, automakers are facing increased scrutiny over something as basic as door handle design. Once a simple mechanical feature, door handles have become unnecessarily complicated with the rise of electronic systems.

Companies like Tesla and Rivian are facing significant criticism for where they’ve located the emergency interior mechanical door releases if electronic issues prevent the buttons from working. Rivian’s solution for second-row passengers is particularly bad in the R1T and R1S, as they need to remove a large black plastic panel and then reach in to pull a cable to release the door.

Read: Rivian’s New $45,000 EV Is Coming By June

Is the upcoming Rivian R2 any better? Not really. A handful of tech YouTubers recently had the chance to check out pre-production versions of the R2, and JerryRigEverything has provided us with our first look at the R2’s mechanical latches.

Trouble In The Second Row

The latch in the front row is quite simple. Positioned on the underside of the floating storage compartment is a little black plastic handle used to open the doors in emergencies. It’s similar to what’s found in the R1T and R1S, although the emergency releases on those models are larger and easier to identify.

Then there’s the rear. The release is in the same position as the one up front, but bizarrely, passengers have to remove a small plastic cover and then pull a cord, just like they do in the R1 models. The only upside is that the placement has changed slightly for the better.

If you have to give your backseat passengers a tutorial on something as basic as opening the doors in an emergency, the design isn’t clever, it’s flawed. Why Rivian didn’t just carry over the simpler front-door setup is anyone’s guess, but it comes across as needless complexity at best, or cost-cutting by reusing the same flawed design at worst.

Is An Update Happening?

There had been some talk of changes. Rivian was reportedly reworking the R2’s emergency releases in response to incidents involving drivers trapped in burning Teslas. But based on this early look, it doesn’t seem like any major improvement has been made compared to the R1 models.

Although, as this example was a pre-production model, it’s possible that things will be changed for production. Or at least, that’s what we hope.

More: China Officially Bans Pop-Out Door Handles, And The World May Follow

Rivian isn’t alone here. Beyond Tesla, unsurprisingly the poster child for controversial design choices, even Ford has run into trouble with the Mustang Mach-E’s door latches.

And it’s not just the inside of the car that’s raising concerns. Exterior pop-out door handles have created so much controversy that China has decided to ban them on all electric vehicles starting in 2027.

Forget the clinical efficiency and silent hum of modern EVs. Honda has other ideas. The brand is channeling some of its spikiest ’80s spirit into the electric era, drawing a direct line from the analog madness of the City Turbo II to its latest pint-sized experiment.

After showing off a prototype at the Japan Mobility Show, Honda has pulled the curtain back on the production-ready Super-One via a new teaser site ahead of its domestic launch.

More: Honda Walks Back Its EV Plans As Losses Spiral

The Super-One isn’t just a slightly jazzed-up N-One e:. It’s a city-sized hot hatch, with a wider stance, upgraded chassis, and an electric powertrain that tries to evoke the grit of a gasoline engine with synthesized sounds. Honda says it’s a spiritual successor to the City Turbo II Bulldog from the 1980s.

Widebody Pocket Rocket

Visually, the Super-One stands out with reshaped bumpers featuring functional air ducts, distinctive “blister fenders” along the sides, and a roof spoiler. It also rides on a new set of 15-inch alloy wheels finished in matte Berlina Black with a machined face, paired with wider Yokohama tires.

In terms of size, the Super-One comes in at 3,589 mm (141.3 inches) long, 1,573 mm (61.9 inches) wide, and 1,616 mm (63.6 inches) tall. That makes it 194 mm (7.6 inches) longer, 98 mm (3.8 inches) wider, and 71 mm (2.8 inches) taller than the standard N-One e:, though it retains the same 2,520 mm (99.2-inch) wheelbase.

More: Prelude, Type R And CR-V Get Sporty HRC Makeovers, And Honda Didn’t Stop There

Honda has introduced a new color called Boost Violet Pearl, inspired by lightning and offered exclusively on the Super-One. Other available finishes include Platinum White Pearl, Crystal Black Pearl, Citron Yellow Pearl, and Mono Gray, each offered in both monotone and bi-tone combinations.

What About The Interior?

Inside, the dashboard layout is mostly carried over from the N-One e:, but the Super-One adds its own touches with reshaped seats featuring heavier bolsters, purple accents, and custom graphics for the 7-inch digital instrument cluster. When Boost Mode is activated, the display shifts to show a simulated tachometer.

Adding to the theatrics, the Active Sound Control system mimics gear shifts and engine growls through the standard eight-speaker Bose premium audio setup. Equipment levels are generous, with a 9-inch infotainment system, heated front seats, a heated steering wheel, and Honda’s full suite of advanced driver assistance features.

Power Boost

The pint-sized hot hatch is driven by a front-mounted electric motor. While Honda hasn’t officially confirmed the output, earlier details from the Singapore Motor Show in January suggest it delivers 94 hp (70 kW / 95 PS) in Boost Mode.

More: The Manual Honda That Thinks It’s A Baby Type R

That might not sound like a lot, but it represents a healthy increase over the 63 hp (47 kW / 64 PS) of the N-One e:. Even so, it is less powerful than the discontinued Honda e that produced 152 hp (113 kW / 154 PS) in its most potent form.

The added power and increased width mean the Super-One will be classified as a passenger vehicle rather than a kei car. Honda has not yet revealed battery capacity or range figures, though the N-One e: uses a 29.6 kWh unit.

Rounding out the changes, the sporty EV features a custom chassis setup with a lowered suspension and wider tracks for improved handling.

How Much Does It Cost?

Full details on the Super-One’s pricing and launch timing will follow in the coming weeks. However, Japanese outlet Creative Trend reports that Honda is targeting a price range between ¥3,000,000 and ¥3,500,000 (approximately $19,700 to $22,900) before incentives.

That positions it higher than the standard N-One e:, which starts at ¥2,699,400 ($17,600) and can drop as low as ¥1,625,400 ($10,600) with full subsidies applied.

Following its debut in Japan, the Super-One will also reach additional markets including the UK, Europe, Australia, New Zealand, and select parts of Asia.

When Mazda rolled out the gorgeous Iconic SP concept in 2023, the enthusiast collective brain immediately screamed “new RX-7 confirmed!” Now yet another interview with Mazda execs is gently fanning those flames again, but serving it with a generous helping of cold financial reality.

In a recent chat, Mazda insiders made it clear the idea of a rotary sports car is not locked in a dusty basement drawer and that the company’s workforce would love to crank out a new RX-7-style flagship.

Related: Mazda’s RX-7 Successor Meets The One Problem It Can’t Engineer Away

“The amount of car enthusiasts in this company is insane,” Mazda Europe’s planning chief Moritz Oswald told Auto Express. “Everybody loves cars, so of course there is a deep desire to keep on launching emotional products.”

Profit Is The Priority

The problem is passion doesn’t usually balance spreadsheets, and while no one doubts Mazda could deliver a great $100k sports car, guaranteeing that it would sell in sufficient quantities to make a decent profit is another matter altogether.

“So are we looking into [the Iconic SP]? Yes, of course,” Oswald continued. “But again, we are also a company that has to bring in revenues,” he aded, making clear that the MX-5 is “still our halo car.”

Christian Schultze of Mazda Europe’s R&D team also poured water on the RX-7 dream in the same Auto Express story, stating that “Mazda stands for cars for ordinary people,” not wealthy Porsche owners.

True rotary sports car

But Schultze did hint that if Mazda ever did build something like the SP, it could have a much better powertrain setup than the concept, which used its rotary engine only as a generator to power the 365 hp (272 kW / 370 PS) electric motors that turned the car’s road wheels.

“If you want to have it more sporty then maybe you look rotary plus a more sporty oriented hybrid, more parallel hybrid rather than a series hybrid,” said Schultze. “Because people who cherish the engine, they want to feel the power of the engine directly, not only listen to it.”

What Happened To “Coming Soon”?

This downbeat, pragmatic intel from Mazda Europe paints a very different picture of the SP’s future than the one presented by Masashi Nakayama, Mazda’s design chief, in November 2024.

“This concept is not just one of those empty show cars,” Nakayama said at the time. “It has been designed with real intent to turn it into a production model in the not-so-distant future.”

What feels more realistic to us is the Iconic SP acting as a design preview for the next MX-5. Not the full rotary fantasy, maybe, but still a pretty tasty compromise. And last year’s 503 hp (375 kW / 510 PS) Vision X four-door coupe concept hinted that we could still see a performance rotary powertrain in the near future, though probably not in a two-seat sports car.

Mazda

The Jaguar I-Pace was praised upon its release in 2018, even being named both the World Car of the Year and European Car of the Year in 2019. But that early momentum hasn’t aged well. Over the years, the I-Pace’s reputation has unraveled under the weight of battery-related problems, repeated recalls, and even a US buyback program.

Read: This Car Loses 73% Of Its Value After Just Five Years

Now, the I-Pace is back in the spotlight for all the wrong reasons. Jaguar has issued yet another recall in the United States due to a serious battery defect, something that doesn’t bode well for its EV aspirations.

More Battery Trouble

This time, the culprit is thermal overload linked to a folded anode tab, which could cause a short circuit. Battery supplier LG has acknowledged there may be additional problems, though investigations are still ongoing.

Also: Jaguar I-Pace Owners Told To Park Outside After 3 Fires Involving Previously Recalled EVs

This latest recall impacts 2,278 I-Paces. Of these, 1,824 are 2020 models built from April 8, 2019, to January 8, 2020, while 454 are 2021 models assembled from March 9, 2020, to June 10, 2021.

According to Jaguar, none of the vehicles involved in this latest recall were taken off the road under prior recall campaigns, nor have their battery packs been replaced, as other I-Paces have.

What Owners Are Being Told

Jaguar is so concerned about the battery issue that it is urging owners to take immediate precautions. Vehicles should be parked outdoors and kept away from buildings. Additionally, owners are being told to charge their vehicles to no more than 90 percent and only when outside.

More: Jaguar I-Pace EV’s Tragic End, From World Car Of The Year To Scrapyard Junk

The issue appears to be persistent. Jaguar has revealed that several 2019 I-Pace models recalled in the past for fire risk were subjected to another recall in 2024. These cases prompted a deeper examination of the battery system, leading directly to the current action.

Impacted models will will receive updated software that limits the maximum state of charge to 90 percent while Jaguar continues work on a permanent fix. Dealers will be notified of the recall starting February 19, and owners should expect official communication from Jaguar no later than April 3.

BMW is already preparing a mid-cycle refresh for the 5-Series and its all-electric sibling, the i5, but current owners don’t have to wait for the facelift to give their cars more visual presence. Thanks to aftermarket specialists like AC Schnitzer, there are already options on the table.

The German tuning brand has just released images of a newly modified i5 that comes across as a more civilized version of the ultra-aggressive M5.

More: What Happens When The M5 Loses Restraint And Gains Nearly 800 HP

AC Schnitzer originally announced a series of styling and chassis upgrades for the G60/G61 generation in 2024. At the time, the preview focused on the internal combustion variants. This latest update showcases the same upgrades applied to the fully electric i5, specifically the range-topping M60 xDrive model.

What Does The Package Include?

The styling kit brings a more aggressive stance, starting with a front splitter that works in tandem with matching side skirts and two distinct spoilers at the rear. Touring models get their own unique rear spoiler variation. These parts are tailored for i5 units equipped with the M Sport package, which already comes with sportier bumpers as standard.

For those who want an extra dose of visual drama, the tuner offers stripe decals along the sides. The most impactful upgrade, however, might be the new alloy wheels, which come in three designs, multiple finishes, and sizes ranging from 19 to 21 inches in diameter.

More: BMW’s Neue Klasse Plan Starts To Blur As You Look At The 2027 5-Series

The example shown wears 21-inch AC3 FlowForming wheels with a five double-spoke pattern, paired with bold red brake calipers for contrast. Suspension tweaks include lowering springs that reduce ride height by 20 to 25 mm (0.8 to 1 inch), along with spacers that increase the track width by 20 mm (0.8 inch), giving the i5 a more grounded stance.

The i5 M60 xDrive donor car is the most powerful electric version in the 5-Series lineup. Straight from the factory, it’s equipped with dual electric motors delivering a combined 593 hp (445 kW / 601 hp) and 820 Nm (605 lb-ft) of torque.

Still, AC Schnitzer insists that’s “not enough” for its tuning team. Even so, it’s unlikely they’ll venture into performance upgrades for the EV, instead reserving those efforts for the internal combustion models, including the upcoming M5.

What Do The Upgrades Cost?

As for the cost of dressing up the i5, the upgrades are mostly shared with the standard 5-Series. The front splitter is priced at €1,290 ($1,500), while the side skirts come in at €840 ($1,000). The roof spoiler adds €490 ($580), and the subtle rear lip spoiler another €540 ($640).

Wheels represent the biggest investment, potentially adding up to €5,390 ($7,700) depending on spec. Additional parts include spacers at €486 ($580) and lowering springs priced at €581 ($830).

AC Schnitzer

Mazda has taken its time getting into the EV game, aside from the underwhelming and slow-selling MX-30. But now, it finally has a compelling electric sedan in the lineup in the form of the new 6e, which has just landed in the UK. There’s a bit of sticker shock, though, especially when you compare it to pricing in China, where it’s built and sold as the EZ-6 alongside the EZ-60 SUV.

A single electric powertrain setup will be offered for UK buyers, though shoppers can choose between two trim levels. The entry-level version, dubbed the Takumi, is priced at £38,995 (around $53,200 at today’s exchange rates), landing just shy of the €44,900 (US$53,400) starting price in Germany.

Read: Mazda’s Sportier 6e Sedan Launches With A Price Tag That Feels Like A Typo

On the surface,this pricing doesn’t seem too far off the mark. An entry-level Tesla Model 3 starts at £37,990 ($51,900) in the UK, and the Mazda wants to be positioned as a slightly more premium offering. Even so, the UK price tag looks far less compelling when held up against what customers in China are paying.

Twice The Price, Same Car

In the People’s Republic, where the 6e is built, the entry-level model starts at 159,800 yuan (£16,900 / $23,100), and the flagship model at 181,800 yuan (£19,300 / $26,300). By comparison, UK buyers are being asked to pay more than twice the price for the same vehicle. Specifically, 2.3 times more.

This discrepancy may come as a shock to many buyers, but it’s not without precedent, as it’s common for EVs built and sold in China to be far cheaper there than they are in overseas markets.

However, keep in mind that, that, unlike mainland Europe, the UK doesn’t impose specific tariffs on Chinese cars. There’s just the standard 10 percent import duty, plus a 20 percent VAT on all new vehicles, no matter where they’re made. That tax is included in the advertised price, unlike in the US.

Battery and Charging Basics

Both trim levels of the 6e sold in the UK come with a 78 kWh lithium-ion phosphate battery, offering a solid driving range of 348 miles (560 km) and the ability to charge from 10-80 percent in 24 minutes.

The 6e doesn’t promise to be a particularly spritely performer, however, as the rear-mounted electric motor is only good for 254 hp and 214 lb-ft (290 Nm) of torque, meaning the sedan needs 7.9 seconds to hit 62 mph (100 km/h).

The higher-end Takumi Plus starts at £39,995 ($54,600) and adds more upscale finishes, including tan Nappa leather, titanium-look accents, synthetic suede upholstery, and a panoramic glass roof.

Despite appearances, the Mazda6e isn’t a purely in-house creation from Hiroshima. It’s based on the Changan Deepal SL03 (also known as the L07), sharing its platform and much of its core engineering with the Chinese model.

Hyundai is recalling two of its newest electric models, the Ioniq 5 and Ioniq 9, in the United States due to a potential fire risk stemming from a battery defect. Both models are currently produced at the company’s plant in Georgia.

According to Hyundai, the issue involves the battery pack’s internal components and could increase the risk of electrical fire if not addressed. Specifically, a recall notice points to improperly tightened high-voltage busbars during assembly.

Read: Stop Sale Issued For Hyundai Ioniq 5 As Sonata Gas Tanks Risk Melting

If the retention bolts work loose over time, this could lead to electrical arcing within the battery pack, which in turn may trigger a fire. Hyundai also notes that these loose connections could disrupt voltage readings, pushing the vehicle into a fail-safe operating mode.

How Many Vehicles Are Affected?

The recall affects a very limited number of vehicles. Hyundai has identified 21 units of the Ioniq 5 from the 2025 to 2026 model years, built between January 24 and September 8, 2025. Additionally, just six Ioniq 9s produced from April 8 to September 12, 2025, are impacted.

The issue was first identified in November, when Mobis North America Electrified, Hyundai’s in-house battery supplier, discovered a battery system assembly unit that failed a quality test. The root cause was traced to under-torqued busbar bolts. By December, Hyundai had compiled a list of potentially affected VINs, and the recall decision followed in January.

Hyundai has confirmed that no related incidents have occurred in the field. So far, there have been no reports of crashes, fires, or injuries linked to the issue.

Starting April 6, Hyundai will notify both owners and dealers. The fix is straightforward. Dealers will inspect the busbar bolts in the battery system assembly and tighten them if necessary.

You might have set a New Year’s resolution to slim down, but new-car prices made no such commitment. According to fresh industry data, prices just set another record for January, proving that handing over $50k for a virgin vehicle is basically normal now. But the number of people who think buying an EV is the normal thing to do has dropped dramatically.

More: A Third of Americans Are Priced Out Of New Cars, And It’s Getting Worse

The average transaction price in January reached $49,191, up nearly 2 percent from a year earlier and the highest ever recorded for the month, according to KBB. Although prices dipped slightly from December, Cox Automotive called the drop “seasonally normal,” explaining that the market usually “takes a breather” after year-end, when luxury vehicles make up a larger share of sales.

The average new-vehicle manufacturer’s suggested retail price (MSRP), commonly called “the asking price,” also kept climbing, now sitting at $51,288 and staying north of fifty grand for 10 straight months.

New-Vehicle Average Transaction Price

Last month’s pricing uptick came even as sales mix shifted away from year-end luxury volumes. “We hit a new January high even as prices naturally pulled back from December’s luxury-heavy finish,” said Erin Keating, executive analyst at Cox Automotive.

“Consumers are still finding plenty of options below the industry average, especially in core segments like best-selling compact SUVs, but the disappearance of true entry-level vehicles continues to lift the floor higher.”

Incentives Pull Back Hard

Incentives fell to about 6.5 percent of transaction prices, down from higher levels late last year, meaning buyers are shouldering the burden of those higher prices. Automakers are clearly in margin-protection mode, offering just enough in the way of deals to keep metal moving but not enough to feel generous.

Luxury models and big pickups got the juiciest offers, while compact and midsize cars were left mostly to fend for themselves.

Few Bargains Remain

Compact SUVs remain the value choice. With average prices around $36,000 and down 0.6 percent, they sit well below the industry average and continue to dominate sales. Meanwhile, true bargain basement cars are basically extinct. With the Mitsubishi Mirage gone and the recently axed Nissan Versa reduced to whatever stock is still hanging around, the US market has waved goodbye to the sub $20,000 new car.

At the other end of the spectrum, full-size pickups are still living large. Average prices in that segment remain comfortably above $70,000, and buyers are still lining up, with more than 150,000 big trucks finding homes last month.

January marked the fifth consecutive month where full-size pickups averaged over $70K, reinforcing their outsized role in propping up the market average. Subcompact cars, by contrast, struggle to attract more than a few thousand takers a month. Fewer than 4,000 were sold industry-wide last month.

EVs Shunned

Electric vehicle prices actually slipped to around $55,700, down 0.6 percent lower than a year ago, although Tesla’s fell 2.2 percent in the same period. Incentives for EVs also cooled sharply, dropping to 12.4 percent of ATP, down from 18.3 percent in December. Even at those reduced levels, they remain well above the industry average.

However, we wouldn’t be surprised if they are kicked back in to shore up demand, which has dropped alarmingly, according to the data.

KBB says only 66,000 EVs were sold in January, being down a fifth from January 2025, and you can bet the loss of tax credits from October played a big role. In fact, that total reflects a nearly 30 percent year-over-year drop and a 20 percent decline from December. Tesla accounted for about 60 percent of total EV sales.

Average transaction price by automaker

Average transaction price by brand

Average transaction price by segment

Data Cox Automotive/Kelley Blue Book

Ever wished your family-friendly van could moonlight as a workhorse? Volkswagen Commercial Vehicles is narrowing the divide (quite literally) between passenger comfort and utility with a new factory accessory designed for the European market ID. Buzz.

Developed in collaboration with long-time partner Snoeks Automotive in the Netherlands, the fixed partition gives owners a way to convert the rear of their five-seat electric van into a proper cargo area, without sacrificing everyday practicality.

More: VW Spruces Up ID.Buzz Cargo With Factory Bodykit And Fake Windows

The new partition is mounted directly behind the second row and includes a window, preserving the ID. Buzz’s five-seat layout while creating a separate floor-to-ceiling cargo space much like the ID. Buzz Cargo variant.

Beyond safety, the partition keeps dirt, smells, and noise from the cargo area out of the cabin, while also helping the climate control system work more efficiently by reducing the volume of the space that needs to be heated or cooled.

The divider is made from Compax, a composite material known for being both lightweight and durable. To avoid a purely industrial feel, Volkswagen finished it in a high-grade soft-touch surface. There’s even a built-in storage compartment under the floor, designed specifically to hold the charging cable. Importantly, the setup doesn’t interfere with rear seatbelts or the operation of the side airbags.

More: VW’s New Van Shows Up In GTI Cosplay, But No One Told The Engine

The new accessory can be fitted to both the standard and long-wheelbase versions of the ID. Buzz. For the short wheelbase, it’s offered on the Freestyle, Pure, Energy, and Pro trims. For the longer model, it’s available on the Energy and Pro lines. In Germany, pricing starts at €1,856.40, or roughly $2,000 based on current exchange rates.

While the ID. Buzz remains part of VW’s European lineup, the electric minivan has skipped the 2026 MY in the US market, due to lower-than-expected demand. A return isn’t off the table, though. Volkswagen may bring it back in 2027 with more substantial updates aimed at attracting US buyers.

Volkswagen Commercial Vehicles

Ford has revealed their fourth quarter and full year 2025 financial results, and they’re a doozy. While officials tried to sugar coat things, there’s no hiding an $8.2 billion net loss for the full year, the company’s largest since the 2008 financial crisis, also known as the Great Recession. This compares to a net profit of $5.9 billion the prior year and it came despite revenues of $187.3 billion.

The company was dragged down by an $11.1 billion net loss in the fourth quarter, as well as lackluster demand for electric vehicles. Ford’s Model e division reported a full-year EBIT loss of $4.8 billion, although they noted it was an improvement compared to 2024.

More: Ford Kills The F-150 Lightning And Proves Ram Had The Right Idea

EVs weighed heavily on the automaker last year as they booked a $10.7 billion special charge for “Model e Asset Impairment and EV Program Cancellations.” Another $1.2 billion was wasted on cancelled three-row EVs, while $3.2 billion went to the BlueOval SK joint venture disposition. The company also spent around $500 million on a fuel injector recall.

While EVs were front and center as Ford recently killed the fully electric F-150 Lightning, they weren’t the company’s only problem. Far from it as the automaker got hammered by tariffs as well as fallout from the Novelis fires. The latter impacted supplies of aluminum, which hampered F-150 production.

For the year, the company posted an adjusted EBIT of $6.8 billion, which was down from $10.2 billion in 2024. Adjusted earnings per share also fell from $1.84 to $1.09.

CEO Jim Farley said, “Ford delivered a strong 2025 in a dynamic and often volatile environment. We improved our core business and execution, made significant progress in the areas of the business we control – lowering material and warranty costs and making real progress on quality – and made difficult but critical strategic decisions that set us up for a stronger future.”

Speaking of which, the company is expecting an adjusted EBIT of between $8 and $10 billion for 2026. The automaker is also expecting to lose $4 to $4.5 billion on Ford e.

On top of that, we can expect special charges of around $7 billion in 2026 and 2027 due to their “updated EV strategy and expected disposition of BOSK [BlueOval SK] investment.”