Electric vehicles are quick, quiet, and typically offer awesome packaging and an easier maintenance schedule than combustion-powered cars. Where they struggle to keep up with their gas-powered competition is on the refueling side of things. Charging infrastructure is nowhere near what it is for gas-powered cars, and when one does find a charger, it can take a long time to get a battery that’s flat back to full. Now, CATL says it’s found a solution, and it’ll charge a battery from 10 to 98 percent in just 6.5 minutes.

According to The Wall Street Journal, the new Shenxing 3 battery can hit that mark in roughly 6.5 minutes, beating the approximately nine-minute charging capability BYD revealed just last month. Bernstein analysts told the publication the new battery “effectively closes the gap with ICE vehicles.”

More: This New Battery Could Outlive You, Never Mind Your Car

CATL says the new pack is capable of a 10C charging rate and can go from 10 to 80 percent in just 3 minutes and 44 seconds. Even more impressive, the company claims the battery can still charge from 20 to 98 percent in around nine minutes even when temperatures plunge to -22 degrees Fahrenheit (-30 Celsius). Perhaps most impressive is that CATL says these charging speeds don’t destroy long-term battery life. Evidently, the Shenxing 3 still retains over 90 percent of its capacity after 1,000 full charging cycles.

CATL also introduced the new Qilin 3 battery, which it says can deliver up to 621 miles (1,000 km) of range while weighing just 1,378 pounds (625 kg). That makes it significantly lighter than comparable packs and, according to the company, improves efficiency, acceleration, braking, and handling. Oh, and wait, there’s more.

A new Qilin Condensed battery can deliver up to 932 miles (1,500 km) of range in a sedan or over 621 miles (1,000 km) in a full-size SUV. Obviously, that kind of range would be a giant benefit for the EV industry as it would reduce range anxiety and the need for additional charging infrastructure.

CATL says the Shenxing 3 and Qilin 3 batteries are intended for production vehicles rather than distant concepts, with the first applications likely arriving within the next year or so. The more ambitious Qilin Condensed battery appears further off, while CATL says its sodium-ion battery will enter mass production by the end of 2026.

The Jaguar GT has been teased for what feels like an eternity, but the finish line is finally in sight. Jaguar shocked the world with the release of its wild Type 00 Concept, created to preview its upcoming flagship EV. Recent prototypes of this car have shown it will take key design inspiration from the study, but morph into a slightly more restrained four-door sedan.

With the September reveal drawing closer, a new set of renderings attempt to offer a glimpse at what the production version could look like. That said, the heavily camouflaged prototypes have kept key details well hidden, making it tricky to pin down exactly how far Jaguar will dial things back from the concept.

Read: Jaguar Benchmarked Its Electric GT Against One Classic Above All Others

These new renderings, created by Nikita Chuyko for Kolesa, hint at a softened approach up front. The dramatic lighting signature gives way to more conventional LED headlights, paired with a cleaner, more familiar nose where a traditional grille would typically sit. There is still some flair, including an illuminated Jaguar badge, though the bumper trades concept-car aggression for smoother, more restrained curves.

The softer, more fluid treatment carries along the sides, where clean door skins replace the Type 00’s sharp shoulder line. Like a Porsche Taycan, charging flaps have been added to both front quarter panels, and there are also pop-out door handles. At the rear, a simple full-width LED lightbar stretches across the car, and while these renderings show a conventional rear window, from what we’ve heard, the production model may ultimately do without one.

Another detail worth noting, at least in prototype form, is that the GT appears to wear flared front and rear fenders that are absent from these illustrations, along with edgier detailing than seen here.

We also recently caught our first look at the interior, which places the driver in a cocooned position, framed by a tall center console and low-slung seats. The cabin leans into crisp lines and defined edges, anchored by an all-new steering wheel that looks lifted from a 1970s concept car. The dashboard is pared back, with a curved screen and digital gauge cluster taking over the role of traditional dials.

What Powers The Electric GT?

Beyond the car’s design, we know it will sport a large 120 kWh battery pack that should give it about 435 miles (700 km) of range on the WLTP cycle. It’ll support ultra-fast charging, too, meaning 200 miles (322 km) of range will be added in as little as 15 minutes.

The Jaguar Type 00 Concept

Power comes from three electric motors drawing on that battery. Combined output is expected to be north of 986 hp and 959 lb-ft (1,300 Nm) of torque. None of which is exotic by current EV standards, but the Jaguar should still feel properly rapid, despite tipping the scales at as much as 5,952 lbs (2,700 kg).

Jaguar itself is targeting a 0-62mph (100km/h) time of around three seconds, a 155mph (250 km/h) top speed, and 350kW peak charging. Pricing is expected to start around $160,000, with sales beginning in 2027.

A year ago, electric sedans looked like a settled bet. Not anymore. As recently as October last year, Kia was planning to build and sell the all-electric EV4 in the United States, aimed directly at the ever-popular Tesla Model 3.

However, the American market for EVs is markedly different now than it was in early 2025, due in no small part to the Trump administration’s pro-ICE policies and abandonment of the federal EV tax credit. This has forced Kia to indefinitely postpone the EV4 in America. While the US won’t get it, at least not yet, the EV4 has landed in several markets, including Australia.

Read: Kia Finally Brings An Affordable EV To America, Fake Gears And All

To see if the States are missing out on an exceptional electric sedan, or if it is perhaps better off without it, we recently lived with one for a week. Sadly for our American readers, they don’t get to experience a very competitive EV.

QUICK FACTS

Photos Brad Anderson/Carscoops

While much of the EV4 is similar to other current Kia EVs, much of it is also unique. For starters, it’s been developed in both sedan and Hatch guises, and in some markets, is sold in both configurations. Australia only gets the sedan, which is the version that the US was also going to receive.

Underpinning the EV4 is the familiar Electric Group Modular Platform (E-GMP) from Hyundai, but in this application, it’s a 400-volt system rather than the 800-volt architecture of models like the Hyundai Ioniq 5, Kia EV6, and others.

The downside of this platform is slower charging speeds. According to Kia, the max DC charge rate is a disappointing 128 kW. On the flip side, this cheaper platform has allowed Kia to make the EV4 more affordable. It starts at AU$49,990 ($35,800) for the EV4 Air Standard Range, and goes up to AU$59,190 ($42,400) for the EV4 Earth Long Range, and AU$64,690 ($46,300) for the EV4 GT-Line Long Range that we tested.

To put these prices into perspective, the Tesla Model 3 starts at AU$54,900 ($39,300) and tops out at AU$80,900 ($58,000), while the BYD Seal is available from as little as AU$46,990 ($33,700), has a mid-range AU$52,990 ($38,000) version, and tops out at AU$61,990 ($44,400).

What do you get for your money? The Standard Range model utilizes a 58.3 kWh battery pack and a front-mounted electric motor with 150 kW (201 hp) and 283 Nm (209 lb-ft) of torque. Long Range versions have the same motor, but are fitted with an 81.4 kWh pack, boosting the claimed driving range from 456 km (283 miles) to 612 km (380 miles).

As we’ve seen from many other Kia EVs in recent years, the EV4 doesn’t want to blend in. It looks more like a concept car than one you can actually walk into a showroom and buy, with the sedan being even more striking than the hatch.

Likely eager to maximize cargo space, Kia has extended the roofline and stretched the rear window, so it almost looks like a cross between a sedan and an estate. Or, more aptly, it looks a bit like the hunchback of Notre Dame, because pretty, it is not.

Well-Equipped And Tech-Forward

Photos Brad Anderson/Carscoops

The cabin of Kia’s latest electric sedan is similar to that of some of the brand’s other EVs, but it has unique elements that make it stand out.

Key features include a pair of 12.3-inch screens and a smaller 5.0-inch display sandwiched between them, used for climate control. As in the much larger EV9, this central screen is mostly blocked by the steering wheel, but there are also physical HVAC toggles positioned further down on the dashboard.

With wireless Apple CarPlay and Android Auto, the infotainment display feels modern enough, even if the software is a little simple to what’s found in some of the EV4’s rivals.

Photos Brad Anderson/Carscoops

The surfaces feel slightly more premium than those of the EV5, and there are nice metallic switches for the seat heater and ventilation functions near the door handles. There’s also an abundance of storage between the seats, as well as a wireless smartphone charger.

In addition, the Earth and GT-Line models get a pair of premium front seats with pillowy headrests that feel great. These seats also include a one-touch reclining mode. It’s also nice that the seats can be adjusted very low, ensuring that even taller drivers have heaps of headroom.

Review: 2023 Hyundai Ioniq 6 Epiq Shakes Up The EV Hierarchy

The downsides of the EV4 sedan’s shape can be mostly felt in the second row. If you’re over 6 feet, there’s a good chance your hair will brush on the headliner. In addition, toe room is almost non-existent if one of the front seats is adjusted into a low position. While there are a couple of air vents in the rear, there unfortunately aren’t any temperature or fan speed controls.

Cargo volume is good, with Kia quoting 490 liters (17.3 cubic feet) of space in the trunk. Crucially, both rear seats can be folded flat, creating a large pass-through area that greatly enhances the car’s practicality.

Drives Like A Premium Sedan

Photos Brad Anderson/Carscoops

Given the specifications of the EV4, one can’t expect it to feel like a performance car, even in flagship GT-Line guise. However, it feels just as poised and polished to drive as the competition, as well as some more expensive electric offerings from Hyundai’s own stable, including the Ioniq 6.

The highlight of driving the EV4 isn’t the powertrain, its efficiency, or noise isolation, but rather how exceptional the ride quality is.

Like all other Kia models sold in Australia, the EV4 has undergone comprehensive local testing to fine-tune its ride, ensuring it perfectly irons out bumps and imperfections on the country’s often poorly surfaced roads.

It’s not an adjustable system, meaning there’s no way to stiffen or relax the ride as in some more expensive sedans. But it doesn’t need any adjustments, as it’s just about perfect and one of the most comfortable cars I’ve driven in quite some time.

Potholes and speed bumps are often a nuisance, but in the EV4, they completely fade into insignificance. It’s really quite extraordinary how well it rides, and it’s almost at the same standard as the Audi e-tron GT, which can cost over five times as much and has one of the more complex air suspension systems on the market. The Earth and GT-Line models have 19-inch wheels, while the Air sits on smaller 17-inch shoes, and may even be more supple.

The EV4’s sophisticated feel extends beyond its ride quality. Given that it’s down just 10 kW (13 hp) and 27 Nm (20 lb-ft) of torque from the EV5 SUV, I had expected the EV4 to suffer from the same torque steer qualms as its bigger brother. However, there’s not even a hint of torque steer under full throttle, perhaps in part due to the suspension setup.

Photos Brad Anderson/Carscoops

In addition, the EV4 doesn’t have quite the same propensity to spin up its inside front wheel as we found in the EV5. Admittedly, it’s not particularly quick and needs about 8 seconds to reach 100 km/h (62 mph). That said, it never feels like it’s lacking power.

It’s a shame that the GT-Line doesn’t have a dual-motor, all-wheel drive setup as found in some of Kia’s other GT-Line-badged EVs, particularly since the cheaper BYD Seal Performance has twin motors and an impressive 390 kW (523 hp) and 670 Nm (494 lb-ft) of torque.

Kia presented a GT version of the EV4 earlier this year, complete with twin motors producing 215 kW (282 hp), but I’d have liked to see this powertrain offered in the GT-Line, given the price point. This would have allowed Kia to develop a full-blown performance version to rival the BYD and the Tesla Model 3 Performance.

One good thing about the EV4’s single-motor setup is efficiency. Over my week with the car, I averaged just 14.3 kWh/100 km, beating Kia’s claimed 14.9 kWh/100 km and giving it a very achievable range of around 550 km (342 miles). It’s worth noting, however, that I spent most of my time with the EV4 driving in Eco mode and the regenerative braking in one-pedal mode.

The EV4’s steering has been well-calibrated and offers varying levels of feel depending on the driving mode. It’s also hard to fault how the EV4 feels under braking, with a consistent, smooth pedal feel and no noticeable shift from regenerative braking to mechanical braking.

While the EV4 does not prioritize performance, it handles shockingly well, thanks in part to the Goodyear tires. Front-end bite is great, and there’s plenty of grip.

Verdict

While the Kia EV4 looks a little odd, that doesn’t detract from the fact that it delivers exactly what an electric sedan like this should, at this price point.

It’s exceptionally efficient and undercuts many of its nearest rivals on price, all with the assurance of buying from a well-established brand with an expansive dealership and service network. The EV4’s ride is the standout, the cabin is well-equipped, and it offers plenty of range. If it were based on an 800-volt architecture that supported faster charging speeds, it would be difficult to fault. It’s a shame it won’t be sold in the US.

Photos Brad Anderson/Carscoops

One of the biggest complaints about electric vehicles is a long recharging time. That could be about to change as ChargePoint has introduced their new Express Solo.

Billed as the “world’s fastest standalone EV charger,” the Express Solo is capable of delivering 600 kW to a single EV. That’s significantly more than typical DC fast chargers and it could pave the way for far shorter recharging times. By comparison, Tesla’s V4 Supercharger, the current US benchmark for fast charging, peaks at 500 kW.

More: BYD’s New EV Chargers Are So Fast They’re Arranged Like Gas Station Pumps

ChargePoint says the Express Solo “delivers approximately 40% higher power density than other DC charging solutions in the industry’s smallest footprint.” This makes it well-suited for use in tight quarters such as gas stations and convenience stores.

The Express Solo can simultaneously charge two EVs, while an “additional dispenser” can be added into the mix to increase that number to four. When multiple vehicles are charging, the system can “deliver any combination of power levels up to 600 kW per port.”

The charger also has an Omni Port system, which provides access to both CCS and NACS ports at each connection. Other highlights include a built-in cable theft alarm, support for contactless payments, and a 15-inch display.

ChargePoint also mentioned built-in energy storage, which can apparently charge when electricity rates are low. There’s also a DC input for use with solar panels.

The Express Solo is built on ChargePoint’s next-generation architecture, which has been designed to address the “four main challenges to scaling DC fast charging: grid constraints, faster charging speeds, reliability, and cost.” The Express Solo will also be the company’s first DC charger to be sold across Europe.

ChargePoint CEO Rick Wilmer said: “Express Solo combines unmatched power density, direct DC power input capabilities for solar integration and battery storage, and a modular architecture that scales with minimal cost and complexity. Collectively this redefines DC fast charging from a fixed asset into a future-ready energy platform.”

China’s export push has a new poster car, and it’s not aiming low. Denza, a BYD-owned brand with an eye on global markets, has unveiled a production model that could unsettle the Maserati GranCabrio Folgore. The production version of the Denza Z will be offered in coupe, convertible, and track-focused variants, pairing sleek styling with a high-performance electric powertrain and complex electronics.

The Z Convertible looks more elegant compared to its closed-roof sibling, despite the fact it shares most of its body panels. Removing the top exposes a four-seat cabin and a reworked rear deck that improves the proportions. The bumpers are cleaner, too, stepping back from the more aggressive, track-led treatment seen on the earlier show car.

More: China’s New Porsche 911 Rival Goes By One Name. Z, Denza Z

The example that was showcased at the 2026 Beijing Auto Salon combines a bluish green shade with a satin finish and a tri-color interior, sending strong Maserati vibes. While we didn’t get to see the soft reclining roof in action, earlier spy shots confirm it is made of fabric.

The model was developed under the direction of former Audi design chief Wolfgang Egger, now overseeing the styling of BYD’s Denza, Fang Cheng Bao, and YangWang brands.

More: The Chinese Luxury Brand Mercedes Helped Create Is Now Coming For Mercedes’ European Buyers

The Z range will use a tri-motor setup with all-wheel drive and a combined output of around 1,000 hp (746 kW / 1,014 PS). It also adopts BYD’s DiSus-M electromagnetic suspension, the latest “Eye of the God” driver assistance suite, and a battery pack compatible with the BYD’s flash-charging tech.

Global Aspirations

Interestingly, Denza is taking an unusual route with the Z, prioritizing Europe and other export markets ahead of its domestic launch in China. After its static debut at the Beijing Auto Show, the car is set for a dynamic outing at the Goodwood Festival of Speed.

Back home, local estimates place pricing between ¥400,000-500,000 ($58,600-73,200), a figure that lands well below established Western rivals such as the Maserati GranCabrio, which starts at 2,438,000 yuan ($356,700) in China.

Denza / Weibo

Denza, a BYD-owned brand with a focus in export markets, has unveiled a new production model that could haunt the dreams of the Maserati GranCabrio Folgore. The production version of the Denza Z will be offered in coupe, convertible, and track-focused variants combining sleek styling with a high-performance electric powertrain and sophisticated electronics.

The Z Convertible looks more elegant compared to its closed-roof sibling, despite the fact it shares most of its body panels. The exposed four-seater cabin and the redesigned rear deck help create sexier proportions, with the design of the bumpers being more refined than the track-hungry bodykit of the previous show car.

More: China’s New Porsche 911 Rival Goes By One Name. Z, Denza Z

The example that was showcased at the 2026 Beijing Auto Salon combines a bluish green shade with a satin finish and a tri-color interior, sending strong Maserati vibes. While we didn’t get to see the soft reclining roof in action, earlier spy shots confirm it is made of fabric.

The model was designed under the guidance of former Audi design chief Wolfgang Egger, who is responsible for the styling of BYD brands Denza, Fang Cheng Bao, and YangWang.

More: The Chinese Luxury Brand Mercedes Helped Create Is Now Coming For Mercedes’ European Buyers

The Z series will be powered by three electric motors offering AWD capabilities and a combined output of around 1,000 hp (746 kW / 1,014 PS). It will also be equipped with BYD’s DiSus-M electromagnetic suspension system, the latest “Eye of the God” driver assistance, and a battery pack compatible with flash charging.

Global Aspirations

Interestingly, the Denza Z will launch in Europe and other global markets first, before landing in Chinese showrooms. Following its premiere at the Beijing Auto Show, the model will make its dynamic debut at the Goodwood Festival of Speed in the UK.

In China, local media estimate it will be priced in the region of ¥400,000-500,000 ($58,600-73,200), undercutting sportscars and supercars from Western brands.

Denza / Weibo

Just after unveiling its all-new electric C-Class, Mercedes-Benz confirmed a key piece of its future EV strategy. The next generation of its electric models will draw power from battery cells supplied by South Korea’s Samsung SDI.

The agreement, signed earlier this week, secures a steady flow of nickel, cobalt, and manganese (NMC) battery cells. Samsung claims these packs will deliver strong energy density, long service life, and the kind of sustained output and range figures premium EV buyers have come to expect, at least on paper.

Read: Mercedes’ Electric C-Class Is The BMW i3’s Neue Nightmare

Mercedes has yet to put a firm date on when these NMC batteries from Samsung will make their debut. Still, industry insiders point to models built on the upcoming Mercedes Modular Architecture (MMA) from 2028 onward. That would cover a wide spread of compact and mid-size SUVs, along with a handful of coupes that, for now, remain unnamed.

German Cars, Asian Batteries

The German brand already offers several of its EVs with NMC batteries, including the CLA 250+ and CLA 350 4Matic, sourced from China’s CATL. In addition, the all-electric Mercedes VLE uses a 115 kWh NMC battery pack, while the newly-revealed electric C-Class uses a 94.5 kWh NMC battery, promising a range of up to 472 miles (760 km).

“This partnership brings together the innovative DNA of both companies,” Samsung SDI said. “It is meaningful in that SAMSUNG SDI has secured a battery order aimed at strengthening its position in the global EV market.”

There are trade-offs between nickel, cobalt, and manganese (NMC) batteries and lithium iron phosphate (LFP) packs, the two chemistries currently dominating the EV space. NMC’s headline advantage is energy density, which means more range from a similarly sized battery, something premium brands tend to prioritize.

LFP, on the other hand, takes a more pragmatic approach. These packs are typically more durable over time and can be charged to 100 percent far more frequently without accelerating degradation. That makes them well suited to daily-use scenarios, even if they cannot quite match NMC’s outright range potential.

Lighting used to be an afterthought, but now it plays a big role in automotive design. This is clear as automakers have embraced illuminated grilles, light bars, and glowing emblems.

BMW envisions taking things even further and they’re showcasing the possibilities with the iX3 Flow Edition concept. It features a hood infused with E Ink and “demonstrates the technology’s readiness for series production.”

More: BMW’s Color-Changing E Ink Could Hit Production By 2027

The automaker has been playing around with E Ink for years and introduced the iX Flow concept in 2022. It’s now inching closer to road-going models as the automaker has integrated a display into a “large-scale bodywork element for the first time.”

In this case, it’s the hood and users can select between eight different animations. This includes illuminating the outline of a Chinese skyline in a moving pattern and lighting up the buildings themselves. The latter can be done in a variety of different ways and in multiple levels of brightness.

The resulting design is like a piece of automotive art that can range from “subtle to expressive.” BMW added the technology “makes innovation visible and conveys the driver’s style and mood in a personalized and context-sensitive way.”

BMW declined to say when we might see something like this on road-going models, but automakers have been aiming for more personalization. Audi has been doing this for awhile and models like the Q4 e-tron offer customizable daytime running light signatures.

Audi introduced the A6L last month and now they’re following up with the A6L e-tron. The extended wheelbase sedan recently debuted at Auto China in Beijing and it packs a few tricks up its sleeve.

Built by Audi FAW, the EV’s wheelbase has been stretched by 5.2 inches (132 mm). This results in a spacious rear passenger compartment with flagship-worthy legroom.

More: Audi’s New A6L Feels Like An A8 For Half The Price

Audi didn’t stop there as they put the extra room to good use by installing a larger 107 kWh battery pack on most versions of the car. This enables the model to offer a CLTC range of up to 506 miles (815 km).

The A6L e-tron will be offered in Long and Extended Range variants. Some, if not all, will have a dual-motor all-wheel drive system producing 543 hp (405 kW / 551 PS) and 574 lb-ft (779 Nm) of torque. This enables the car to accelerate from 0-62 mph (0-100 km/h) in 4.3 seconds. When the battery is low, it can go from 10-80% in as little as 21 minutes thanks to the car’s 800V architecture.

There isn’t much to report on the styling front, but the A6L e-tron sports longer rear doors and a less dramatic roofline. Despite the changes, the model has an impressively low drag coefficient of 0.22.

The interior is also familiar as buyers will find an 11.9-inch digital instrument cluster, a 14.5-inch infotainment system, and a 10.9-inch front passenger display. They’re joined by two 7-inch screens for the digital side mirrors.

Among other options, Audi mentioned sports seats with available heating, ventilation, and massage functions. Buyers can also get a dimming panoramic glass roof and a 20-speaker Bang & Olufsen premium audio system.

Pricing starts at ¥309,800 ($45,317), but climbs to ¥439,800 ($64,333) for the range-topping variant.

Following last year’s preview, AUDI has now put the E7X on stage at Auto China in Beijing. It is the ringless brand’s second model after the E5 Sportback, and its first move into the crossover space.

Created in collaboration with SAIC, the E7X follows in the footsteps of the E5 Sportback and features a streamlined front fascia with a “black wraparound loop.” It’s joined by a fully enclosed grille with a Light Frame that remains “elegantly invisible when inactive.” When turned on, more than 1,000 triangular lights come to life.

More: Audi’s AUDI Just Greenlit More Models Despite Early Struggles

The model also sports slender daytime running lights and vertical Digital Matrix LED headlights. They’re joined by digital rearview mirrors, frameless doors, and a rakish windscreen that flows into a sloping roof. Other highlights include flush-mounted door handles, aerodynamically optimized wheels, and an oval-shaped rear light surround.

In terms of size, the E7X measures 198.8 inches (5,049 mm) long, 78.6 inches (1,997 mm) wide, and 67.3 inches (1,710 mm) tall with a wheelbase that spans 120.5 inches (3,060 mm). This means the crossover is slightly shorter than the Q7, but has an additional 2.6 inches (66 mm) between the wheels.

A Minimalist, But High-Tech Interior

Moving inside, drivers are greeted by a flat-bottom steering wheel and a full-width 4K panoramic display. It spans 59 inches and features video feeds from the camera mirrors at the outside edges.

While technology is front and center, AUDI didn’t forget about luxury as the model has Nappa leather as well as premium wood trim. They’re joined by slatted door inlays, ambient lighting, and a Bose premium audio system with up to 26 speakers. Up top, there’s a panoramic sunroof that is split into two sections that have smart-dimming technology offering multiple levels of transparency.

The E7X is offered in four- and five-seat configurations. The former is the star of the show as it has two individual zero-gravity rear seats that recline 120 degrees and offer a 16-point massage as well as a pneumatic adjustment system with 23 airbags. They’re accompanied by four-way adaptive headrests and an integrated electric footrest.

The seats are separated by an elegant console, which features an integrated display as well as storage compartments. There’s also a warming/cooling compartment at the rear of the front center console for drinks and other items.

Elsewhere, there’s a 21.4-inch rear-seat entertainment system that deploys from the headliner. It can be controlled by voice, remote, or touchscreen.

On the topic of technology, there’s AUDI Assistant 2.0. It’s an “AI-powered in-car companion that goes well beyond voice control.” Developed with ByteDance, the assistant “manages vehicle functions, answers navigation and range queries, plays music, and engages in open-ended conversation on virtually any topic.”

Two Powertrains And Fast Recharging

The E7X rides on the Advanced Digitized Platform and features a 900-volt electrical architecture that enables the battery to go from 10% to 80% in as little as 13 minutes. Buyers will also find 100 and 109 kWh battery packs offering a CLTC range in excess of 466 miles (750 km).

AUDI only released a handful of performance specifications, but confirmed there will be a rear-wheel drive variant with a motor producing 402 hp (300 kW / 408 PS) and 369 lb-ft (500 Nm) of torque.

Customers can also opt for an all-wheel drive crossover, which has 671 hp (500 kW / 680 PS) and 590 lb-ft (800 Nm) of torque. This version can accelerate from 0-62 mph (0-100 km/h) in just 3.9 seconds.

Rounding out the highlights are all-wheel steering and a lidar-based AUDI 360 Driving Assist system. The latter was co-developed with Momenta and has been “tailored specifically for China’s complex traffic conditions and unique driving scenarios.”

Over in China, Volvo’s parent company Geely isn’t just selling a slew of innovative and affordable hybrid and electric SUVs, but it’s also helping to keep the three-box sedan alive. One of its most appealing and cheapest models is the Galaxy A7, which has just been updated and is available in plug-in hybrid and all-electric guises.

There’s nothing particularly remarkable about the design of the sedan, but it’s hard to argue with the fact that it looks quite nice. The PHEV and EV models have the same classy headlights and light bar, but are distinguished by different grilles and intakes. The EV features a small lower grille finished in black and a pair of black trim accents, whereas the hybrid version sports additional air intakes and silver accents.

Read: Geely Claims Its New AI-Driven Hybrid Tech Hits 106 MPG, Beating Toyota’s Best

Around the back, it borrows cues from other Geely models like the Starray EM-I and the global market EX5. There’s a familiar LED light signature stretching across the tail, paired with minor differences in the lower bumper sections depending on whether you pick the EV or the hybrid.

Cheap And Efficient

Of course, it’s not the design of the Galaxy A7 that’s worthy of attention, but rather the price and the specs. The all-electric version opens at 112,800 yuan, roughly $16,500, for the A7 EV 550 Premium. It runs a 58 kWh battery and a front-mounted motor producing 215 hp. On paper, that modest battery still delivers up to 342 miles or 550 km of range, with energy consumption quoted at just 11.4 kWh per 100 km.

Shoppers wanting a few more luxuries can opt for the Galaxy A7 EM 550 Excellence. It has the same powertrain but is priced from 119,800 yuan ($17,500).

Hybrid Options

Then comes the part that feels almost provocative. The plug-in hybrid starts even lower, from a measly 97,800 yuan, or about $14,300, for the A7 EM 150 Enjoy. From there, trims stretch up to 131,800 yuan, around $19,300, for the A7 EM 235 Starship.

At the entry point, a 1.5-liter naturally aspirated four-cylinder producing 110 hp works alongside an electric motor and single-speed transmission, delivering a combined 235 hp. An 18.4 kWh battery allows up to 93 miles or 150 km of electric-only driving. Opt for the larger 28.3 kWh pack and that figure rises to 146 miles or 235 km.

It is not the most glamorous sedan on sale, but when something this usable lands at this price, the usual arguments about why sedans are fading start to look a little thin.

Geely Galaxy A7 PHEV

Mercedes is doing what every premium brand now does in China, stretching a familiar shape to suit a very specific brief. It has unveiled the long-wheelbase version of the new GLC EQ at the Beijing Auto Show, positioning it against the also new BMW iX3 LWB. The new electric SUV has a six-seater layout and borrows chassis tech from the brand’s flagship sedan.

Its overall length now sits at 4,950 mm (194.9 inches), paired with a 3,027 mm (119.2 inches) wheelbase. That makes it 105 mm (4.1 inches) longer than the standard global model, with 55 mm (2.1 inches of that added between the axles. It also edges past the EQE SUV by 87 mm (3.4 inches) and stretches 64 mm (2.5 inches) beyond the BMW iX3 LWB

More: BMW’s China-Only EVs Solve A Problem Tesla Owners Keep Running Into

The added length is easy to spot. Rear doors are longer, the quarter glass stretches further back, and the tail sits a touch more upright as a result. Otherwise, it keeps close to the standard GLC EQ, right down to the star-pattern LED lighting and the now-familiar illuminated grille.

Inside, Mercedes has not held back on screen real estate. A 39.1-inch MBUX Hyperscreen spans the dashboard, as expected at this end of the market, but the more relevant change sits further back. The GLC L EV can be configured with three rows and six seats, giving it a practical edge over the BMW. Second-row passengers get individual captain’s chairs with heating, ventilation, and massage, which should make the middle row the place to be.

Different Specs

The GLC L EV will be initially available with dual electric motors generating 416 hp (310 kW / 421 PS) and 800 Nm (590 lb-ft) of torque. That is down on the global dual-motor GLC EV, which delivers 483 hp (360 kW / 489 PS), though few buyers in this segment are likely to notice the shortfall in daily use.

More: Mercedes’ Future EVs May Be More Chinese Than You Think

Interestingly, the Chinese-spec SUV has a smaller battery pack with a capacity of 85.5 kWh instead of 94 kW. Even so, Mercedes quotes a CLTC range of more than 700 km (435 miles). The reduced capacity likely comes down to a mix of weight targets, local sourcing, and the realities of packaging a third row into what began as a five-seat platform.

Chassis Technology From The S-Class

The GLC L EV rides on a stretched version of Mercedes’ MB.EA platform, complete with an 800V architecture shared with the new electric C-Class. For China, it also borrows more than just space. Option the Agility & Comfort Package and you get S-Class hardware, including Airmatic air suspension and rear-axle steering, for greater comfort and maneuverability.

More: Mercedes’ EV Push In America Has Nothing To Do With What American Buyers Want

The GLC L EV is slated to arrive in Chinese showrooms in the fourth quarter of the year. Pricing will follow closer to launch.

Hyundai barely let the paint dry on its wild Venus concept before rolling out the production version in Beijing. Meet the new Ioniq V, a China-focused EV that arrives just weeks after its show car preview, skipping the usual year-long tease-and-wait routine.

More: Hyundai’s N Rule Was Simple Until The Ioniq 3 Made It Inconvenient

And yes, it still looks like Hyundai raided several design studios at once. There’s a wedgy nose, razor-thin lighting, a tall crossover stance, and more than a hint of Italian supercar drama up front. We can see everything from the Toyota Prius to the Tesla Cybertruck and Lamborghini Temerario in the design without having to squint too hard.

The V is the first dedicated production Ioniq model created specifically for China, and it launches a new styling direction Hyundai calls Origin. It also forms part of a much bigger plan. Hyundai says it will launch 20 new models in China over the next five years, covering battery EVs and range-extended EVs, while targeting annual sales of 500,000 vehicles.

One of those vehicles is an SUV coming next year, which is believed to be a production version of the Earth SUV concept Hyundai is showing alongside the V at Beijing.

Size matters in China, or to be more precise, the amount of rear legroom, and Hyundai says the V comes properly prepared. It measures 4,900 mm (192.9 inches) long, 1,890 mm (74.4 inches) wide, and rides on a 2,900 mm (114.2 inches) wheelbase, meaning it has a similar footprint to the Ioniq 6. That should give passengers plenty of space to stretch out, and make the driver thankful for a full set of parking sensors and cameras.

27-Inch Display

Inside, we get a new kind of screen treatment from Hyundai. The dashboard is dominated by a 27-inch ultra-thin 4K panoramic infotainment display, backed up by a head-up display that projects information directly into the driver’s line of sight. There’s also an eight-speaker audio system with Dolby Atmos and ambient lighting.

Average Range

No battery or powertrain specs were revealed, but 800-volt charging is confirmed, and Hyundai says the long-range version claims more than 600 km (373 miles) of driving range under China’s CLTC test cycle. Given that the CLTC test is notoriously optimistic, a likely real-world figure of less than 320 miles (483 km) doesn’t look very impressive in an era where BMW EVs can top 400 miles (644 km).

Whether the V eventually heads to Europe or America, perhaps as a replacement for the slow-selling Ioniq 6, remains unclear, but Hyundai is openly treating China as both laboratory and launchpad, so expect at least some of the ideas developed there to appear in your local showroom in the West soon.

Porsche is cashing out of one of the automotive world’s most fascinating collaborations. The German sports car maker has agreed to sell all of its holdings in Bugatti Rimac and Rimac Group, clearing the way for founder Mate Rimac and a new investor group to steer the next chapter.

The deal sends Porsche’s 45 percent share of Bugatti Rimac and its 20.6 percent holding in Rimac Group to a consortium led by New York investment firm HOF Capital. BlueFive Capital joins as the largest investor, alongside other institutional backers from the US and Europe.

Financial details remain private, though we should eventually discover how much money changed hands when Porsche reveals its own year-end results down the road. 

More : Porsche’s New Cayenne Coupe EV Hits 60 As Fast As The 911 Turbo S And Can Still Tow Your Boat

Once approvals are complete, likely before the end of 2026, Rimac Group is set to take control of Bugatti Rimac while partnering with the new investors to support its expansion. HOF Capital will also become the largest shareholder in Rimac Group alongside founder Mate Rimac (pictured below). That’s a tidy result for someone who started by electrifying old BMWs in his garage, and hasn’t even turned 40 yet.

Focusing On The Core Business

Porsche says the sale lets it concentrate on its core business. That’s a diplomatic way of saying the company has other priorities right now, including improving profitability and focusing resources on its own lineup.

The German brand’s operating profits dropped by 93 percent in 2025, in part due to its u-turn on its EV-heavy strategy in favor of more combustion and hybrid models. Porsche’s underperformance also hurt its parent company VW Group, so it’s definitely under pressure to get back on track.

Porsche exits then, but not without having played an important role in Rimac’s development, along with Hyundai, which still holds a small piece of the Rimac pie. Porsche’s early investment helped legitimize Rimac as a serious engineering force while the 2021 joint venture gave Bugatti a path beyond the Bugatti Chiron era. The joint-op also benefited Porsche’s own EVs.

For Bugatti customers, it should pretty much be business as usual. The company already operates with substantial independence, and its upcoming Bugatti Tourbillon, the successor to the Chiron is already locked in with a naturally aspirated V16 and hybrid system developed under the current structure.

In China’s fast-moving EV market, brand identities can flip in an instant. Fang Cheng Bao built its name on squared-off SUVs that look ready for a quarry. At the 2026 Beijing Auto Show, it arrived with something else entirely. The BYD-owned brand has pivoted hard, unveiling a supercar and a trio of low-slung EVs under a new Formula line.

The Formula X is the undisputed showstopper. This open-air supercar evolved from the Super 9 speedster concept from 2024 and features balanced proportions, aggressive LED headlights, upward-opening doors and no less than 19 functional air vents. The overall styling aligns closely with Denza, another BYD brand that already carries a handful of rebadged Fang Cheng Bao models.

More: China’s EV Juggernaut Wants To Race In Formula 1

The structure leans heavily on carbon fiber, from the body panels to a bespoke monocage chassis. The exposed two-seater cabin has a futuristic “battle cockpit” wrapped around the driver, and does without the structural bridge of the earlier concept.

The supercar uses a tri-motor setup that produces a combined 1,000 hp (746 kW / 1,014 PS) and 1,000 Nm (738 lb-ft) of torque. A decade ago, figures like these would have been considered extreme. Today, they sit in the shadow of BYD’s record-breaking YangWang U9 Xtreme, which reaches a staggering 2,977 hp (2,220 kW / 3,018 PS).

More: BYD’s 200 Software Updates Last Year Made Toyota’s 8 Look Like A Rounding Error

Even so, the Fang Cheng Bao Formula X’s numbers still land where they need to. More to the point, this is not just a concept parked under bright lights. BYD has confirmed a 2027 market launch, suggesting this will make the jump from show stand to road. Whether it travels beyond China remains unclear.

A Hatchback and Two Sedans

Beyond the supercar, the Formula lineup moves into more familiar territory. The Formula S is positioned as a rival to the Porsche Taycan, the Formula S GT adopts a shooting brake shape, and the Formula SL sits at the top of the range as a more upscale take on the sedan.

The S and S GT are essentially two bodystyles of the same model, both of which could pass for something wearing a Denza badge. The SL sets itself apart with redesigned bumpers, a more sculpted profile, and gold-finished 21-inch alloy wheels.

All three sit on the same electric underpinnings, built around an 800V architecture with a tri-motor AWD setup producing up to 1,000 horsepower. They also feature BYD’s DiSus-M magnetic ride control. In terms of size, each rides on a 3,100 mm (122,1 inches) wheelbase and stretches beyond 5,000 mm (196.8 inches) in length.

The high-performance EVs are due in Chinese dealerships in late 2026. These low-slung models will broaden the Fang Cheng Bao lineup alongside the existing Leopard SUVs. Given that some of those SUVs already appear overseas under the Denza brand, a similar export strategy would not be surprising here.

Fang Cheng Bao, the BYD-owned brand that built its reputation on boxy and rugged SUVs, has undergone a radical transformation at the 2026 Beijing Auto Show. The automaker has unveiled a striking supercar, along with three low-slung EVs under the Formula series.

The Formula X is the undisputed showstopper. This open-air supercar evolved from the Super 9 speedster concept from 2024 and features balanced proportions, aggressive LED headlights, upwards opening doors and no less than 19 functional air vents. Overall, the styling language is similar to Denza, a BYD brand with European aspirations.

More: China’s EV Juggernaut Wants To Race In Formula 1

The sculpted bodywork is made of carbon fiber, as is the custom “monocage” chassis. The exposed two-seater cabin has a futuristic “battle cockpit” wrapped around the driver, and does without the structural bridge of the earlier concept.

The supercar is powered by three electric motors producing a combined 1,000 hp (746 kW / 1,014 PS) and 1,000 Nm (738 lb-ft) of torque. These numbers would be labeled extreme a decade ago, but we now live in a world where BYD’s record-breaking YangWang U9 Xtreme generates a staggering 2,977 hp (2,220 kW / 3,018 PS).

More: BYD’s 200 Software Updates Last Year Made Toyota’s 8 Look Like A Rounding Error

In any case, the specs of the Fang Cheng Bao Formula X still sound quite promising. More importantly, the model is not just a show piece, as BYD announced plans for a market launch in 2027. It will be interesting to see whether the high-performance EV will be offered outside China.

A Hatchback and Two Sedans

Besides the high-performance EV, the Formula series expands into the executive sector. The Formula S is a Taycan-rivaling sedan, the Formula S GT is a hatchback/wagon with a shooting brake stance, and the Formula SL is a high-end version of the aforementioned sedan.

The S and the S GT are effectively two different bodystyles of the same model that could easily wear the Denza emblem. The SL is distinguished by the redesigned bumpers, the more sculpted profile, and the gold-finished 21-inch alloy wheels.

All three models share the same electric foundation, riding on an 800V platform with a tri-motor AWD powertrain generating up to 1,000 horsepower. They also utilize BYD’s DiSus-M magnetic ride control. In terms of footprint, they have an identical wheelbase of 3,100 mm (122,1 inches), and measure over 5,000 mm (196.8 inches) long.

The high-performance EVs are scheduled to hit the roads in late 2026. The low-slung models will expand the Fang Cheng Bao lineup next to the existing Leopard series of SUVs.

The previously SUV-only lineup of the Fang Cheng Bao brand.

The Porsche Cayenne Coupe has never quite added up on paper. It’s a sportier, less practical version of an SUV meant to add a boatload of practicality to a sporty brand. Now, Porsche is adding another powertrain because buyers want options.

After some 40 percent of U.S. buyers chose the less practical Coupe body style of the Cayenne in 2025, they have an all-new, all-electric version available, and it just so happens to boast up to 1,139 horsepower (850 kW).

Also: Porsche’s New Wireless Charger Is Fast, But It’ll Cost You

We’ve known for a while that this was coming. Porsche already released the Cayenne Electric SUV. This is the Coupe version with its “911-inspired” roofline. It also features a unique roof structure and a coupe-specific windshield, giving it a more steeply raked profile than the SUV.

Under the sheet metal and cramped back seat, you’ll find the same bones as the normal Cayenne Electric. That includes an 800-volt architecture, a 113 kWh battery, and the ability to leverage a 400 kW charger to go from 10-80 percent in under 16 minutes.

Read: Porsche Turns Cayenne EV Coupe Into A Hypercar Hunter

The base model starts at 435 hp (325 kW) and 615 lb-ft, which already feels like overkill for a daily SUV. Step up to the Cayenne S Coupe Electric, and you’re looking at 657 hp (490 kW). But the real headline grabber is the Turbo Coupe Electric: up to 1,139 hp (850 kW) and 1,106 lb-ft, with a claimed 0–60 mph (97 km/h) time of just 2.4 seconds. That matches the fastest 911 on sale today, the 911 Turbo S.

Top speeds vary depending on the model, ranging from 143 mph (230 km/h) in the base version to 162 mph (261 km/h) in the Turbo.

That’s not just quick. It’s supercar territory in something that can tow 7,716 lbs (3,500 kg). Adaptive air suspension, optional rear-axle steering, torque vectoring, and Porsche’s trick Active Ride system all make appearances, too. Buyers can also opt for an Off-Road Package that improves approach angles

The Sport Chrono package and a panoramic glass roof are both standard on the Coupe. Charging hardware includes a NACS port on the driver-side rear fender and a J1772 AC port on the passenger side, with a CCS adapter included as standard.

Pricing starts at $113,800 and climbs to $168,000 for the Turbo, with deliveries expected by late summer 2026.

Importantly, Porsche isn’t replacing the gas Cayenne. Or even the plug-in hybrid. They’re all sticking around. That’s key because it makes the brand’s viewpoint clear. Customers can pick and choose whatever type of powertrain they want for the foreseeable future.

SPECS & PRICING

*Prices exclude a $2,350 destination fee.

Dreame Nebula Next Auto is looking to make a splash in the United States and they’re hosting an event in San Francisco later this month. However, they’re not stopping there as the company has “deepened its engagement with leading academic institutions.”

The vacuum giant turned automaker pointed to a recent event at the University of California, Berkeley suggesting it could help accelerate the “development of AI-defined vehicles and next-generation autonomous systems.” As part of the “engagement,” engineers met with Berkeley researchers specializing in autonomous control systems, intelligent transportation, and artificial intelligence.

More: Chinese Vacuum Brand Drops A Taycan-Trampling Concept At CES

The group discussed “translating advanced research into real-world vehicle systems, with particular emphasis on safety, control and full-stack AI integration.” However, it remains unclear if this was a one-off event or part of a deeper collaboration.

The company implied it’s the latter as they said the “visit forms part of a broader strategy to anchor Nebula Next’s development in deep technical collaboration. By working closely with academic experts, the company is strengthening its approach to autonomous driving, vehicle intelligence and system-level engineering.”

Dreame is best-known for vacuums and pool cleaners, but the company showcased the Nebula Next 01 concept at CES. Billed as a “four-door electric hyper-sedan,” the firm claimed the model had over 1,973 hp (1,471 kW / 2,000 PS) and could accelerate from 0-62 mph (0-100 km/h) in 1.8 seconds.

While the Chinese company botched the introduction in January, it appears they brought the concept to the Berkley campus as a few pictures surfaced online. That detail suggests the event might have been more show than anything else.

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Affordability is in vogue these days, but apparently not at Audi. Quite the opposite as the brand is killing off the entry-level A1 and Q2.

Tucked in an announcement about their assembly network, Audi revealed production of the Q2 will end in Ingolstadt this April. Its death will apparently make room for the upcoming A2 e-tron.

More: Audi Confirms The A2 Is Back, Prays It’ll Sell This Time

While the Q2 was never offered in the United States, the compact crossover was introduced in 2016 and started at €29,000 ($33,862) in Germany, which made it significantly cheaper than the €44,600 ($52,066) Q3. It was relatively popular as consumers snapped up 887,231 units over the past decade. However, sales dropped off in recent years.

The Q2 isn’t the only model going away as A1 production is “winding down” in Martorell, Spain. The entry-level hatchback was introduced in 2010 and generated 1,389,658 sales over two generations.

The latest version started at €22,950 ($26,792) and was offered in Sportback and Allstreet guise. Like the Q2, the A1 proved successful at launch but sales tapered off in the past few years.

It’s not all bad news as the two models will effectively be replaced by the A2 e-tron. The compact EV debuts this fall and is expected to ride on the MEB+ platform that underpins the ID.3 Neo. The mainstream electric hatch recently debuted with 58 and 79 kWh battery packs as well as a WLTP range of up to 391 miles (630 km).

Electric Sports Car Arrives In 2027

Besides announcing the death of the A1 and Q2, Audi confirmed their electric sports car will go into production in 2027. It will be built at their Böllinger Höfe site, which specializes in small-series production.

The model was previewed by the Concept C and will essentially be Audi’s version of the Porsche 718 Boxster and Cayman. As you may recall, it was a two-seat sports car with a retractable hardtop, a minimalist interior, and an all-new design language.

China continues to cement its position as the home of the cut-price EV, and the latest proof is SAIC’s bargain-bin Porsche Taycan lookalike. The company has confirmed that its Z7 will start at just 219,800 yuan ($32,200), which puts it in the realm of a mid-range Toyota Camry in the US. That is even less than expected, and a very, very long way below the Taycan’s 918,000 yuan ($134,500) starting point.

In fact, you could easily spend more with just a few options in Porsche’s configurator. There is a reason why Jim Farley has been warning about the pressure coming from China.

Unveiled earlier this year as a rival to the hugely popular Xiaomi SU7, the Z7 is making its public debut at this week’s Beijing Auto Show, where SAIC has also confirmed several variants. The standard sedan keeps things simple with the Z7 name, while the wagon version goes by Z7T. Put something like this in a showroom, and it does rather leave the Taycan looking like an expensive way to buy a badge.

The entry-level Z7 uses a rear-mounted electric motor with 359 hp and an 81 kWh battery pack. SAIC will also offer it with a 100 kWh pack and a dual-motor setup rated at 590 hp. In that form, it can reach 100 km/h (62 mph) in 3.44 seconds, which is not hanging about.

Read: Porsche Charges $133K For This Look, Now China Sells It For $36K

For comparison, the base Taycan at 918,000 yuan ($134,500) has 408 PS (402 hp) and covers 0 to 100 km/h in 4.8 seconds. The Taycan 4 costs 1,038,000 yuan ($152,100), has 517 PS (510 hp), and does the same run in 3.9 seconds. The Taycan GTS has 700 PS (690 hp), reaches 0 to 100 km/h in 3.3 seconds, and costs 1,298,000 yuan ($190,000). Meanwhile, the Taycan Turbo has 884 PS (872 hp), gets to 0 to 100 km/h in 2.7 seconds, and starts at 1,568,000 yuan ($230,000).

Cut-Price, But Promising Specs

The base model, known as the Z7 Max, is priced from 219,800 yuan ($32,200) and offers a solid 732 km (455 miles) range. Step up to the Z7 Max+, and you get the larger 100 kWh battery, stretching range to 905 km (562 miles) while nudging the price to 249,800 yuan ($36,600). Above that sits the dual-motor Z7 Ultra, also with the 100 kWh pack, delivering 791 km (491 miles) of range from 299,800 yuan ($43,900).

Three versions of the Z7T sports wagon are also offered, also badged the Z7T Max, Z7T Max+, and Z7T Ultra. The cheapest is priced at 229,800 yuan ($33,700) with the 81 kWh battery and 712 km (442 miles) of range, while the Z7T Max+ adds the 100 kWh pack, boosting the range to 873 km (542 miles). At 259,800 yuan ($38,000), it’s still very affordable. Then there’s the Z7T Ultra, rated at 776 km (482 miles) and priced from 309,800 yuan ($45,400).

All variants are built under SAIC’s Harmony Intelligent Mobility Alliance, led by Huawei, and come heavily loaded. Expect features like LiDAR and the brand’s latest intelligent driving system, which, on paper at least, puts it right up against far more expensive rivals.

Photos SAIC