In a market where electric SUVs are starting to blur into one another, standing out is no longer optional. The Rivian R2 is a pivotal model for the brand, bringing its EV technology into a smaller, more affordable package. If Rivian wants to grow into a true volume manufacturer and challenge legacy players, the R2 needs to land with buyers.

Its biggest hurdle is persuading shoppers to choose it over the Model Y, still America’s best-selling EV by a wide margin that even Tesla’s own Model 3 does not approach, let alone anything else. As these side-by-side photos of an R2 and a Model Y show, the pair have similar footprints but look absolutely nothing alike.

Read: Rivian R2 And Jeep Recon Solve The Same Problem, But Which One Solves It For You?

These photos, captured by Reddit user SciencesNotStudies at Rivian’s headquarters, show both vehicles charging next to each other. Whereas Tesla opted for a sleek profile in the Model Y, making it look like a bloated Model 3 rather than a traditional SUV, the Rivian R2 is very different. It’s boxier, stands taller, and is much more upright, looking just like the R1, albeit on a slightly smaller scale.

Interestingly, the Model Y is slightly longer than the R2, measuring 188.6 inches (4,790 mm) compared to the Rivian’s 185.9 inches (4,722 mm). The R2 is also slightly narrower at 75 inches (1,904 mm), versus 75.6 inches (1,920 mm) for the Tesla.

The biggest gap though appears in height, with the R2 at 115.6 inches (2,935 mm) and the Model Y at 113.8 inches (2,890 mm). The Rivian’s wheelbase is also 1.8 inches longer, at 115.6 inches (2,935 mm) compared to 113.8 inches (2,890 mm).

The ground clearance also differs dramatically between the pair. Like the R1, the R2 has been designed to be right at home off-roading, offering 9.6 inches (245 mm) of clearance compared to the Model Y’s 6.0 inches (152 mm).

What About Performance?

The first version of the R2 to be sold, the Performance Launch Edition, rocks a pair of electric motors delivering 656 hp and an 88.7 kWh battery pack, giving it slightly more power than the Model Y Performance with 618 hp and better range, 328 miles (528 km) compared to 306 miles (492 km). However, as the Tesla weighs less, it hits 60 mph (96 km/h) in 3.3 seconds compared to the R2’s 3.6 seconds.

Where The Numbers Stop Favoring Rivian

And then there’s pricing, which is not doing Rivian many favors on paper. The R2 Performance Launch Edition starts at $57,990, essentially mirroring the $57,490 Model Y Performance. However, step down to the mid-tier R2 Premium with 450 hp and all-wheel drive, and you’re still looking at $53,990, a noticeable jump over Tesla’s Model Y Premium AWD at $48,990.

Also: Rivian R2 Starts At $57,990, But Cheaper Versions Are Still Coming

Rivian has confirmed a base rear-wheel-drive R2 at $45,000, though that version will not arrive until 2027, which is a long wait. Tesla, meanwhile, already covers that ground with two RWD options, starting at $39,990 for the standard version and $44,990 for the Premium.

Although the R2 is Rivian’s answer to the Tesla Model Y, matching its sales volume will be a tall order. Like the R1, it appears to lean toward a more niche appeal and could end up competing more closely with models like the Jeep Recon.

Lead image Reddit / SciencesNotStudies

Volvo is deep into development of a redesigned XC40, and the plan is to have it on sale in the US next year. Details are still thin, but its arrival confirms something else. The current XC40 and its electric counterpart, the EX40, are sticking around a little longer, with production expected to run through late this year.

Launched in late 2017 as Volvo’s smallest SUV, the XC40 has aged reasonably well, though it’s starting to feel its years. Updates have been minimal, limited to a single light facelift. The next-generation version is expected to widen its appeal with a plug-in hybrid option, sitting alongside the existing mild-hybrid lineup.

Read: Volvo’s New 400-Mile SUV Has One Feature Tesla Owners Will Be Jealous Of

There is more riding on this update than just keeping things fresh. Dealers are counting on the new XC40 to help steady the brand’s footing in the US. Total sales collapsed 32 percent in the first quarter to 22,651 vehicles, while Volvo’s share of the luxury segment slid to 5.8 percent, its lowest point since 2019. The XC40 has been hit especially hard, with sales down 47 percent to just 3,403 units.

More Updates Are Needed

To help keep the XC40 somewhat fresh for 2026, Volvo updated it with a new infotainment system. But if it wants to recapture buyers, it’ll need to make much more significant upgrades to the next-generation model. Auto News reports that the new EX40 will make a major step forward by sharing its SPA3 platform with the electric EX60.

While a new XC40 is just around the corner, some dealers believe Volvo would be better off prioritizing other models, like the XC60 and XC90, as they’re more profitable. “XC40 is a great car, and we appreciate the updates,” one dealer said, before adding that “the US is a big car market.”

Volvo is already putting effort into its larger lineup. The XC60 received updates last year and is set to be built at the brand’s Ridgeville, South Carolina plant starting in late 2026. The XC90, meanwhile, got a second facelift in 2024, with a full redesign also in development. That said, it may not arrive until 2029, leaving the current model to carry the load a while longer.

Global car demand has proven uneven this year, with regional pressures shaping very different outcomes for major automakers. Like many other car manufacturers, the Volkswagen Group has had a difficult start to 2026. Company sales slipped 4 percent in the first quarter, and EVs fell even further, despite a generally positive outlook across Europe.

The world’s second-largest automaker ended the quarter having sold 2,048,900 vehicles, down 4 percent from the 2,133,600 it sold in Q1 2025. This drop was largely due to a 14.8 percent collapse in China, from 644,100 units to 548,700.

Read: A 96% Sales Collapse Is Why VW Just Killed US ID.4 Production

Similarly, sales were down 13.3 percent in North America from 237,200 units to 205,500. The drop was led by the United States, where sales fell 20.5 percent, blamed on the current tariff situation, “as well as changes in regulations.” Sales were also down 8 percent in Asia-Pacific to 70,200 and declined 5.3 percent in the Middle East and Africa to 92,800.

VW Q1 2026 Sales

Bucking the trend was a 4.2 percent increase in sales in Western Europe, rising from 814,000 to 848,500. Sales in Central and Eastern Europe also climbed 7.6 percent to 135,300, while sales in South America increased 7 percent to 147,900.

“The first quarter of 2026 was once again characterized by very challenging economic and geopolitical conditions. The worldwide automotive market declined overall through the end of March,” VW’s Marco Schubert said of the results.

Just three brands from the VW Group reported sales rises in the first quarter. The first was Skoda, whose sales rose 14 percent to 271,900, up from 238,600 in the first quarter of 2025. Additionally, Volkswagen Commercial Vehicles sales rose 10.1 percent to 88,900, while MAN truck sales climbed 14.5 percent to 23,600.

VW Brand Sales

Hydrogen mobility might not be moving forward as quickly as expected in passenger cars, but it still has clear promise in the commercial space. The latest move comes from Isuzu and Toyota, which have teamed up to develop Japan’s first mass-produced light-duty fuel-cell electric truck, expected to reach the road within the next two years.

This won’t be a ground-up rethink. Instead, it rides on the familiar ladder-frame chassis of the Isuzu Elf EV. The electric Elf, known globally as the N-Series, arrived in 2023 with modular 20 kWh battery packs, scaling from 40 to 180 kWh depending on spec.

More: A Gullwing Door Hides The Coziest Room On Wheels

The real story sits under the skin. Toyota’s upcoming third-generation fuel-cell system takes center stage here, bringing a claimed 20% improvement in efficiency over the current setup. It is also expected to last longer and cope better with hard use, which matters when your daily routine involves stop-start urban logistics or hauling refrigerated goods across a city.

Why Hydrogen?

One of the primary drivers behind this FCEV project is the inherent limitation of battery-electric trucks in certain commercial roles. Light-duty trucks used for supermarket and convenience store deliveries often require heavy refrigeration equipment that drains battery power quickly. Furthermore, the long charging times associated with large battery packs can disrupt tight delivery schedules.

More: BMW iX5 Hydrogen Teased With 385 Miles Of Range

Hydrogen refueling, which takes roughly the same amount of time as diesel, offers a more seamless transition for fleet operators, while offering an extended driving range. At the same time, an FCEV truck produces much fewer vibrations and noise compared to a diesel-powered equivalent, while having zero CO2 emissions.

Reducing Costs Is The Key

The sticking point remains cost. Fuel-cell vehicles are still expensive, and hydrogen infrastructure is far from widespread. Isuzu and Toyota say the answer lies in smarter engineering, from optimizing the vehicle structure to rethinking manufacturing processes, alongside continued development of the fuel-cell system itself.

More: The Honda CR-V e:FCEV Is Living On Borrowed Time

Production of the light-duty fuel cell truck is scheduled to start in the Japanese fiscal year 2027, which ends on March 30, 2028.

This isn’t the first time the two companies have worked together on hydrogen. Isuzu and Toyota are already collaborating on the ERGA FCV, an urban flat-floor bus with hydrogen tanks integrated on its roof structure.

Volkswagen has revealed a heavily updated version of its electric compact hatchback, giving it a new identity and a much-needed hardware boost to carry it through until the electric ID. Golf arrives later this decade. The ID.3 Neo brings cleaner styling and a welcome return to physical controls, along with more power and range at the top end.

The compact EV, still absent from North America, was originally introduced in 2019 and received a mild facelift in 2023. While the ID.3 Neo is not a new generation, it represents a comprehensive update designed to keep it competitive against the growing competition from China.

More: VW’s ID. Lineup Looked Like The Future, Turns Out People Wanted The Past

Starting with the exterior, the biggest change is the adoption of a thicker full-width LED strip that connects the slightly tweaked headlights and is joined by black trim. The VW emblem is positioned slightly lower than before, while the bumper gains sharper intakes.

The rest of the bodywork is carried over, but the A-pillars, roof, rear spoiler, and tailgate gain a body-colored finish, replacing the previous glossy black treatment. According to the company, this makes the ID.3 Neo appear “longer, flatter, and more dynamic” than its predecessor.

Overall, the styling updates are not as extensive as one would expect, but they do bring the compact hatchback closer to the upcoming ID. Polo.

Overhauled Interior

Inside, Volkswagen has listened to critics and replaced its controversial touch-sensitive sliders and with traditional buttons. Those can be found on the new two-spoke steering wheel, and on the center console. The dashboard has been slightly redesigned with simpler lines and improved materials, while a wider center tunnel sits higher than before.

More: Finally, The 2027 VW Atlas Gets A Cabin You Won’t Have To Apologize For

Besides the clicky controls, the centerpiece is a new digital cockpit comprising a larger 10.25-inch instrument cluster and a 12.9-inch infotainment display. Those feature fresh graphics and simpler menus, following the example of the ID. Polo. The Innovision infotainment system comes with an integrated app store, offering options for video streaming, gaming, parking, and charging.

Premium features such as an augmented reality head-up display, a panoramic sunroof, front seats with massage and memory functions, and a Harman Kardon Audio system are available as options.

More: VW’s Considering A Flagship SUV For Buyers Who Can Afford A Porsche But Won’t Drive One

In terms of safety, the ID.3 Neo will be available with an enhanced Connected Travel Assist system featuring optional traffic light recognition, and the optional Park Assist Pro with a memory function. Those join various standard ADAS such as Lane Assist, Front Assist, and turning brake function.

Powertrain Options

The ID.3 Neo launches in Europe with three outputs and battery configurations, bringing improved efficiency. The Entry model delivers 168 hp (140 kW / 170 PS) from a 50 kWh battery. The Mid version nudges that to 188 hp (140 kW / 190 PS), paired with a 58 kWh pack.

At the top, the High model makes the case for sticking around a bit longer. It produces 228 hp (170 kW / 231 PS) and uses a 79 kWh battery, good for a claimed WLTP range of 391 miles (630 km). That is the number that matters here, and it does most of the heavy lifting.

Charging capacity has also been improved at 105 kW in the Entry and Mid versions, and up to 183 kW in the High. Furthermore, the EV gains Vehicle-to-Load (V2L) capability, allowing it to power external devices.

More: VW’s New Compact Sedan Costs Less Than Half What Americans Pay For A Jetta

For anyone still holding out for a bit of life, Volkswagen is said to be working on a quicker follow-up to the performance-focused ID.3 GTX. The smart money is on a GTI badge, which gives it some heritage to lean on, even if the driving experience has to do the rest of the talking.

Simplified Lineup

Pre-sales for the ID.3 Neo start in Germany and other European markets on April 16. While official pricing has yet to be announced, VW has simplified the trim structure reducing it to Trend, Life, and Style grades.

Audi’s China play is picking up pace, and the next move is already lined up. Audi’s partnership with SAIC in China will soon spawn its third model, following the E5 Sportback launched last year and the E7X, which will reach customers this quarter.

The German brand’s move to launch a dedicated offshoot, known as AUDI, without the four rings, was controversial but highlighted the ever-growing importance of the Chinese car market.

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

Speaking with Reuters at a recent event in Beijing, the chief executive of the Audi and SAIC partnership, Fermin Soneira, confirmed that “the third car is already in the pipeline.” He described it as a sporty limousine aimed at the high-end market, though specifics remain firmly under wraps.

Audi’s Local EV Push

Interestingly, Audi has just unveiled a new high-end luxury sedan in China, albeit through its FAW joint venture. This new model, known as the A6L e-tron, will be built in Changchun and is an extended wheelbase of the A6 e-tron sold in other markets. It’s underpinned by the company’s familiar Premium Platform Electric (PPE) architecture and includes 800-volt technology.

While the tie-up with SAIC is expanding, it is experiencing some growing pains. When order books were first opened for the E5 Sportback, AUDI locked in around 10,000 orders for the EV. However, sales have started to decline, with roughly 6,500 sold since January, in part due to the withdrawal of some government subsidies. This decline has forced the brand to cut prices by up to €3,700 ($4,400).

The larger and more expensive AUDI E7X also faces an uphill battle. Positioned as a large, ultra-luxurious electric SUV, it’s in direct competition with rivals from Zeekr, Xiaomi, Li Auto, and others. Powering the base model is a rear-mounted electric motor with 402 hp, while the flagship version has two motors, all-wheel drive, and muscles out 671 hp.

Lucid Motors should be doing great as they finally added a much-needed crossover to their lineup in the form of the Gravity. The model was recently named World Luxury Car, but it hasn’t reversed the company’s fortunes.

Given this, the automaker has announced a series of developments including the appointment of a new CEO. Silvio Napoli has been tapped for the top spot and he’ll replace interim CEO Marc Winterhoff, who will be transitioning to COO.

More: Uber And Lucid Partner For Thousands Of Robotaxis

While Napoli isn’t a household name, he was previously CEO of Switzerland’s Schindler Group, which makes elevators, escalators, and moving walks. That’s not exactly automotive experience, but Lucid praised his “deep operational expertise, financial discipline, and track record of leadership in innovation.”

In a Form 8-K filing, Lucid revealed Napoli will have a base salary of $1,500,000 and the potential to make $4,500,000 if certain performance targets are hit. He’s also getting up to $25,000 per month in temporary housing expenses for half a year as well as a “lump sum payment of $1,000,000 to cover any expenses in connection with moving to the US.”

Napoli will also get two company cars, security, as well as tax and financial planning support. If that wasn’t enough, the company also mentioned a “long-term incentive grant” with a target value of $9,500,000.

Bigger Uber Order And New Investments

Besides announcing a new CEO, Lucid revealed Uber is increasing their previously announced order of at least 20,000 Gravity SUVs to be used as robotaxis as part of a three-way tie up with Nuro. The service is scheduled to launch this year in the San Francisco Bay area and eventually spread to dozens of markets around the world.

The order has now been expanded to at least 35,000 vehicles and the ride-hailing giant has also promised to invest an additional $200 million into Lucid. This will raise their total investment into the firm to $500 million.

Uber isn’t the only one forking over the dough as the Ayar Third Investment Company is pumping $550 million into Lucid. They’re an affiliate of Saudi Arabia’s Public Investment Fund, which is a major backer of the automaker.

Winterhoff said “Today’s announcement demonstrates the growing strength of our relationship with Uber, our continued partnership with the PIF, and the benefits our software-defined EV platforms bring to next-generation mobility networks.” He added, “This is yet another milestone in our partnership with Uber and Nuro, and we look forward to building on our momentum together in the years to come.”

Production of the Tesla Model S and Model X is ending with 350 Signature Edition cars. Each one gets a ton of perks and a premium price tag. On top of that, buyers have to agree not to sell for at least one year from delivery. Tesla has tried and failed to enforce this type of thing before. This time, it might have figured out the right levers to pull.

Buyers of the last-ever Signature Edition versions of the Model S Plaid and Model X Plaid will reportedly have to sign a strict no-resale agreement before taking delivery. According to the order documents spotted by Not A Tesla App, owners agree not to sell or even attempt to sell the vehicle within the first year after delivery. Breaking the agreement evidently makes owners subject to liquidated damages of $50,000 or however much profit they make, whichever is greater.

More: You’d Have To Be High To Pay $159,420 For Tesla’s Signature Editions

The move is clearly aimed at keeping speculators from immediately flipping the final 350 Signature Editions for huge profits. Tesla is only building 250 examples of the Model S and 100 of the Model X, each finished in exclusive Garnet Red paint with gold badging and unique trim. Tesla tried this with the Cybertruck and the entire scheme fell apart, aside from the brand allegedly blacklisting some customers.

The policy was met with immediate backlash. Owners argued Tesla was trying to control something they had already paid for, while others simply ignored the clause and listed their trucks anyway. Within months, Tesla quietly dropped the restriction as Cybertruck supply increased and the market cooled. This time around, there are some key differences.

Signature Edition Model S/X orders contain a No Resale Agreement.

Here is the document.

Additionally, here is the resale clause which states the Luxe Package does not transfer (this is not new) pic.twitter.com/CGB5QBJIL6

— The Cybertruck Guy (@cybrtrkguy) April 12, 2026

The new agreement is cleaner and potentially easier to enforce. Unlike the Cybertruck contract, which relied on vague “unforeseen reason” language, the Signature Edition version flatly says owners cannot “sell or otherwise attempt to sell” the car within a year.

Tesla also has a stronger case because these are truly limited: just 350 cars total, versus thousands of Cybertrucks. Most importantly, Tesla made the biggest perks like FSD, free Supercharging, and Premium Connectivity non-transferable. That means even after a year, the car is worth less to a second owner, reducing the incentive to flip it in the first place. Will that stop every buyer from selling within 12 months? We doubt it.

NEWS: Tesla has announced a Signature Edition Model S and Model X as a final goodbye for these two vehicles.

• Price: $159,420
• Only 250 Model S & 100 Model X Signature Editions will be built. All Plaid variants.
• Garnet Red exterior paint
• Matching Garnet Red Door… https://t.co/3FYGlbKEa2 pic.twitter.com/VA8NZN8Mht

— Sawyer Merritt (@SawyerMerritt) April 11, 2026

BMW iX sales fell 50.7% in the United States during the first quarter as dealers only managed to move 1,788 units. It appears this was the last straw as the electric crossover is being dropped in America.

In a statement to BMW Blog, a spokesperson said “Our success in the U.S. is driven by a broad and flexible powertrain portfolio that allows us to navigate a dynamic environment, while continuing to evolve our lineup. As part of this progression, we are concluding U.S. allocation of the BMW iX as we prepare for the next-generation of our fully electric vehicles.”

More: BMW’s Entry-Level iX3 Saves You Thousands, But There’s A Range Cut

The spokesperson went on to say, “We are proud of what we have accomplished with the BMW iX” as it was a “technological showcase” that pushed the “boundaries of design, manufacturing, sustainability, and circularity.” Despite the iX’s demise, the company said they’re fully committed to electrification in America and they’re turning their attention to Neue Klasse models.

The effort will begin with the iX3, which was introduced last fall. The crossover will come stateside during the middle of the year and the company has previously said the iX3 50 xDrive will start around $60,000.

It features a 112.2 kWh battery pack as well as a dual-motor all-wheel drive system developing 463 hp (345 kW / 469 PS) and 476 lb-ft (645 Nm) of torque. This enables the model to accelerate from 0-60 mph (0-96 km/h) in approximately 4.7 seconds and have an EPA-estimated range of 400 miles (644 km). When the battery is low, a 400 kW DC fast charger will be able to provide 175 miles (282 km) of range in as little as ten minutes.

Those numbers easily beat the iX, which was launched in 2021. As a refresher, the entry-level variant starts at $75,150 and has a 94.8 kWh battery pack as well as a combined output of 402 hp (300 kW / 408 PS) and 516 lb-ft (699 Nm).

This enables the iX xDrive45 to hit 60 mph (96 km/h) in 4.9 seconds, before topping out at 124 mph (200 km/h). The model also has a range of up to 312 miles (502 km) as well as a 175 kW DC fast charging capability that delivers a mere 78 miles (126 km) of range in ten minutes.

It’s been nearly two years since spy photographers last spotted the Audi RS Q6 Sportback e-tron, but it’s back on the Nürburgring and gearing up for a possible debut later this year.

Designed to slot above the SQ6 Sportback, the high-performance variant features a unique front fascia with a more aggressive lower intake. It features angular accents, honeycomb mesh inserts, and triangular elements with horizontal bars. We can also see a special surround, which recalls the look of AUDI models in China and features vertical air curtains at the outside edges.

More: Audi RS Q6 Sportback E-Tron Spied, Could Pack A 600+ HP Punch

A number of the vents likely channel air to the beefier front braking system, which appears to have significantly larger calipers. On the topic of air flow, the model has subtle front fender vents that are tall and skinny. We can also expect the crossover to ride on model-specific lightweight wheels.

The rear end largely carries over, but the RS Q6 has been equipped with a new bumper and sportier diffuser. The latter features a prominent central channel as well as protruding elements where a four-tailpipe exhaust system would typically reside. We can also see a familiar spoiler and rear light bar.

Baldauf

There isn’t much to see inside, but the model should have an 11.9-inch digital instrument cluster, a 14.5-inch infotainment system, and a 10.9-inch front passenger display. They should be joined by sport seats, carbon fiber trim, and plenty of RS badging.

Powertrain details are more mysterious, but the model should echo the SQ6 which has a 100 kWh battery pack and a dual-motor all-wheel drive system developing up to 510 hp (380 kW / 517 PS) with launch control. However, the RS variant will be significantly more powerful and likely take a page from the Porsche Macan Turbo Electric.

The Audi’s PPE platform mate has a combined output of up to 630 hp (470 kW / 639 PS) and 833 lb-ft (1,129 Nm) of torque. This enables the Macan to rocket from 0-60 mph (0-96 km/h) in 3.1 seconds, run the quarter mile in 11.4 seconds, and eventually top out at 162 mph (261 km/h).

Baldauf

It was inevitable that sales of new EVs would slide in the US after the Trump administration axed the long-standing $7,500 federal tax credit at the end of September. New data shows that sales fell off a cliff in the final quarter of last year, but they’ve since started to somewhat stabilize, indicating we may have hit a new normal.

During the first three months of this year, 216,399 new EVs are estimated to have been sold nationwide. This is down 27 percent from the first quarter of 2025 and is also down 7.8 percent from Q4 2025.

Read: EV Prices Are Falling, But Automakers Are Eating Nearly $8,000 Per Sale To Pull It Off

While this decline is noteworthy, it was as significant as the drop-off seen in Q4 last year, when sales plunged 36 percent year-over-year and 46 percent from the previous quarter, which was the last quarter before the tax credit was axed.

“The U.S. EV market has clearly entered a new phase,” director of insights at Cox Automotive, Stephanie Valdez Streaty noted. “With federal incentives gone, the first quarter reflected a necessary reset – sales slowed and market share shifted. What comes next will be driven less by policy and more by fundamentals: more affordable products, smarter pricing strategies, and continued investment in infrastructure. Those longer-term fundamentals continue to support EV growth. The timeline has shifted, but the direction hasn’t.” 

The Losers And The Winners

Most brands saw their EV sales slip significantly last quarter compared to the same period in 2025. For example, Audi’s EV sales were down 89.6 percent, BMW’s by 63.3 percent, Dodge’s by 87.7 percent, Genesis’ by 89 percent, and Honda’s were down 65.3 percent. However, there were a few exceptions to this general trend.

For example, Lexus EVs rose 206.7 percent to 4,456 units, Rivian by 21.2 percent to 10,365, Cadillac’s by 19.8 percent, Lucid’s by 3.5 percent, and Toyota’s EV sales climbed 79 percent to 10,042, thanks to strong demand for the updated BZ.

USA EV Sales

While several automakers quietly scale back their EV projects, Rolls-Royce is doing the opposite, and doing it in typical fashion. The Project Nightingale arrives as an exclusive two-door convertible, marking the first entry in the company’s Coachbuild Collection with bespoke styling and a strictly limited run of 100 units

With a length of 5.76 meters (226.8 inches), the Nightingale closely mirrors the Phantom sedan in sheer presence. It adopts a raked windscreen, a two-seat cabin, a long, tapering tail, and a set of 24-inch directional wheels styled to echo yacht propellers.

More: Rolls-Royce’s Electric SUV Revives A Long-Forgotten Hood Design

The front is dominated by the Pantheon Grille, carved from a solid block of stainless steel, and flanked by ultra-slim vertical LED headlights. Those are connected to the split LED taillights through polished stainless-steel bands that run across the entire length of the car. Furthermore, a sophisticated diffuser manages airflow without the need for a spoiler, a feat made possible by the absence of exhaust pipes.

The pictured model is painted in Cote d’Azur Blue infused with subtle red flakes, combined with silver accents and a matching soft top. This pale blue shade is inspired by the experimental Rolls-Royce 17EX from 1928.

Two-Seater Cabin

Inside, the dashboard looks familiar, but the cabin only has two seats, framed by horseshoe-shaped forms. The saddle-like armrest glides rearwards to reveal the Spirit of Ecstasy controller, which is one of the five rotary controls.

More: This Exclusive Rolls-Royce Was 100 Years In The Making

Another highlight is the “Starlight Breeze” with 10,500 individual fiber-optic stars that wrap around the occupants. In typical Rolls-Royce fashion, these are not arranged in a random order, but with a special pattern derived from the sound-wave analysis of a nightingale’s song

For the launch vehicle, designers chose a combination of Charles Blue with Grace White, joined by Deep Navy details, Peony Pink accents, and Openpore Blackwood inserts.

More: When A Tech Billionaire Says Game On, Rolls-Royce Unlocks A Secret Level

To maintain the romance of open-top driving, the roof uses a composite blend of cashmere and high-performance fabrics, specifically tuned to let the sound of raindrops through while blocking mechanical noise.

Shared Underpinnings

Naturally, the Nightingale shares the “Architecture of Luxury” aluminum spaceframe chassis with the rest of the Rolls-Royce lineup. It also uses the same fully electric powertrain, currently employed by the Spectre.

Specifications remain under wraps, but the company promised to unveil more details as the vehicle “progresses through its global testing and development program”.

Rolls-Royce Decides Who Will Buy It

The Nightingale is significantly less exclusive than coachbuilt specials from the recent past like the Sweptail, Boat Tail, and Drop Tail. More specifically, the model will be manufactured in 100 units, with owners hand-picked from the firm. Deliveries are scheduled to begin in 2028.

As reported by Autocar, the starting price is approximately £7 million ($9.5 million), although the final cost is expected to climb following extensive personalization options. Besides the vehicle itself, the Coachbuild Collection program includes behind-the-scenes access to design and testing, plus global curated events.

The Nissan Juke has always stood out from the crowd, sporting a unique shape that’s allowed it to remain a solid option despite competition in its segment always increasing. At its Vision event in Japan, Nissan has unveiled the third-generation Juke, and it’s even more striking than we could have predicted.

The new Juke will be sold exclusively as an EV and will be built at the brand’s British site in Sunderland, alongside the Leaf. It’s based on the CMF-EV or AmpR Medium platform used by the likes of the Renault Scenic E-Tech, Alpine A390, and Nissan Ariya, and is scheduled to launch globally in the spring of next year.

Read: Nissan’s New Rogue Wants To Take The RAV4’s Hybrid Crown

Nissan has yet to release final specifications for the Juke, nor has it released any photos of the crossover’s interior. However, it has unveiled the full exterior design, and it looks unlike any other model Nissan sells. In fact, the design is striking enough that it looks more like a concept car than one that’ll be sold to the public.

Concept Looks

The design is dominated by sharp and jagged lines, starting at the front with a large blacked-out grille and intriguing headlights. It’s also been showcased with angular black wheel arches, while much of the body is finished in a bright shade of green. This color really helps to highlight the profile of the Juke, particularly the wild door skins.

As with the outgoing Juke, the handles for the rear doors remain on the C-pillars. Like the front, the rear is bold with intricate LED taillights and a distinctive tailgate.

Like the current Leaf, the new Nissan Leaf EV will support vehicle-to-grid technology. The battery packs will likely mimic those of the Nissan Leaf, meaning it could be offered with 52 kWh and 75 kWh packs. Interestingly, the existing second-generation Juke isn’t going anywhere.

Despite originally planning to replace the old model with this new one, the second and third-gen versions will instead be sold alongside each other. It’s understood that Nissan will update the design of the old model to mimic the new EV.

Mercedes-Benz has already decided the EQS won’t get a second generation. Instead, the next S-Class will carry the load, offered in both combustion and all-electric forms. Even so, the EQS isn’t done just yet. The brand has rolled out a comprehensive second facelift, packing in a slew of new technologies that might finally persuade a few more buyers to give the polarizing blob a chance.

Four versions have been confirmed at this stage, known as the EQS 400, EQS 450+, EQS 500 4Matic, and EQS 580 4Matic, the latter three of which are all equipped with 800-volt electrical architectures and 122 kWh battery packs that promise improved energy density. The news EQS 400 has a smaller 112 kW pack.

Read: Mercedes Is Betting On A Yoke To Save The Disastrous EQS

Mercedes has also improved the charging abilities of the EV, as it now supports DC charging of up to 350 kW, meaning 199 miles (320 km) of range can be added in 10 minutes. This has been achieved by implementing software that virtually divides the battery pack into two parts, charging each with 400 volts at up to 175 kW.

In addition to the new battery, Mercedes has incorporated new electric motors for all versions. The base EQS 400 delivers 362 hp (270 kW), while the EQS 500 4Matic ups this to 469 hp (350 kW), and the EQS 580 4Matic delivers 577 hp (430 kW) and 590 lb-ft (800 Nm).

Range figures haven’t been announced for all models, but we know the EQS 450+ has a WLTP-rated range of 575 miles (926 km) with claimed energy consumption of between 15.4 kWh/100 km and 19.3 kWh/100 km. All models are also equipped with a two-speed transmission with the first gear focused on providing quick acceleration and the second kicking in at high speeds to boost efficiency.

Perhaps the most significant change made is the implementation of steer-by-wire technology, as pioneered by Lexus and Tesla. The steering ratio has been set at 4:1 at low speeds, allowing drivers to make low-speed maneuvers without needing to repeatedly cross their hands over the steering wheel.

Even More Tech-Focused Than Before

Speaking of the steering wheel, it has morphed into a Tesla-like yoke – which is bound to be controversial. Crucially, Mercedes will continue offering it with a more traditional wheel and electro-mechanical steering, rather than the fancy steer-by-wire system. In addition to the new system, Mercedes has further developed its air suspension system to improve comfort even further.

Visually, the updated EQS is distinguished from the old model thanks to a revised front fascia with a new blacked-out grille complete with dozens of three-pointed stars, and new headlights with star-shaped DRLs.

With the exception of the yoke wheel, the interior is mostly familiar. With that being said, there’s now Mercedes-Benz’s latest Operating System (MB.OS) and the new MBUX Virtual Assistant. The massive Hyperscreen remains, while found in the new 13.1-inch entertainment screens are found in the second row.

US pricing has yet to be announced, but in Europe, we know prices kick off from €94,403 ($111,000) for the EQS 400, €108,635 ($127,700) for the EQS 450+, €123,285 ($145,000) for the EQS 500 4Matic, and €134,732 ($158,500) for the EQS 580 4Matic.

The Nissan Juke has always stood out from the crowd, sporting a unique shape that’s allowed it to remain a solid option despite competition in its segment always increasing. At its Vision event in Japan, Nissan has unveiled the third-generation Juke, and it’s even more striking than we could have predicted.

The new Juke will be sold exclusively as an EV and will be built at the brand’s British site in Sunderland, alongside the Leaf. It’s based on the CMF-EV or AmpR Medium platform used by the likes of the Renault Scenic E-Tech, Alpine A390, and Nissan Ariya, and is scheduled to launch globally in the spring of next year.

Read: Nissan’s New Rogue Wants To Take The RAV4’s Hybrid Crown

Nissan has yet to release final specifications for the Juke, nor has it released any photos of the crossover’s interior. However, it has unveiled the full exterior design, and it looks unlike any other model Nissan sells. In fact, the design is striking enough that it looks more like a concept car than one that’ll be sold to the public.

Concept Looks

The design is dominated by sharp and jagged lines, starting at the front with a large blacked-out grille and intriguing headlights. It’s also been showcased with angular black wheel arches, while much of the body is finished in a bright shade of green. This color really helps to highlight the profile of the Juke, particularly the wild door skins.

As with the outgoing Juke, the handles for the rear doors remain on the C-pillars. Like the front, the rear is bold with intricate LED taillights and a distinctive tailgate.

Like the current Leaf, the new Nissan Leaf EV will support vehicle-to-grid technology. The battery packs will likely mimic those of the Nissan Leaf, meaning it could be offered with 52 kWh and 75 kWh packs. Interestingly, the existing second-generation Juke isn’t going anywhere.

Despite originally planning to replace the old model with this new one, the second and third-gen versions will instead be sold alongside each other. It’s understood that Nissan will update the design of the old model to mimic the new EV.

Mercedes-Benz isn’t planning a second generation of the EQS, and instead, will sell the future S-Class in both combustion and all-electric guises. Despite this, the brand has just introduced a comprehensive second facelift for the EQS, bringing with it a host of new technologies that may finally convince a small number of shoppers to actually buy the blob.

Four versions have been confirmed at this stage, known as the EQS 400, EQS 450+, EQS 500 4Matic, and EQS 580 4Matic, the latter three of which are all equipped with 800-volt electrical architectures and 122 kWh battery packs that promise improved energy density. The news EQS 400 has a smaller 112 kW pack.

Read: Mercedes Is Betting On A Yoke To Save The Disastrous EQS

Mercedes has also improved the charging abilities of the EV, as it now supports DC charging of up to 350 kW, meaning 199 miles (320 km) of range can be added in 10 minutes. This has been achieved by implementing software that virtually divides the battery pack into two parts, charging each with 400 volts at up to 175 kW.

In addition to the new battery, Mercedes has incorporated new electric motors for all versions. The base EQS 400 delivers 362 hp (270 kW), while the EQS 500 4Matic ups this to 469 hp (350 kW), and the EQS 580 4Matic delivers 577 hp (430 kW) and 590 lb-ft (800 Nm).

Range figures haven’t been announced for all models, but we know the EQS 450+ has a WLTP-rated range of 575 miles (926 km) with claimed energy consumption of between 15.4 kWh/100 km and 19.3 kWh/100 km. All models are also equipped with a two-speed transmission with the first gear focused on providing quick acceleration and the second kicking in at high speeds to boost efficiency.

Perhaps the most significant change made is the implementation of steer-by-wire technology, as pioneered by Lexus and Tesla. The steering ratio has been set at 4:1 at low speeds, allowing drivers to make low-speed maneuvers without needing to repeatedly cross their hands over the steering wheel.

Even More Tech-Focused Than Before

Speaking of the steering wheel, it has morphed into a Tesla-like yoke – which is bound to be controversial. Crucially, Mercedes will continue offering it with a more traditional wheel and electro-mechanical steering, rather than the fancy steer-by-wire system. In addition to the new system, Mercedes has further developed its air suspension system to improve comfort even further.

Visually, the updated EQS is distinguished from the old model thanks to a revised front fascia with a new blacked-out grille complete with dozens of three-pointed stars, and new headlights with star-shaped DRLs.

With the exception of the yoke wheel, the interior is mostly familiar. With that being said, there’s now Mercedes-Benz’s latest Operating System (MB.OS) and the new MBUX Virtual Assistant. The massive Hyperscreen remains, while found in the new 13.1-inch entertainment screens are found in the second row.

US pricing has yet to be announced, but in Europe, we know prices kick off from €94,403 ($111,000) for the EQS 400, €108,635 ($127,700) for the EQS 450+, €123,285 ($145,000) for the EQS 500 4Matic, and €134,732 ($158,500) for the EQS 580 4Matic.

Stellantis is broadening its lineup with a slightly left-field addition, rolling out a last-mile delivery vehicle for Europe through its Leapmotor joint venture, based on the tiny T03. Its compact footprint makes it well suited to the cramped streets of Europe’s city centers, backed by a zero-emission powertrain and pricing pitched to keep fleet buyers interested.

As with most LCV conversions of existing models, the T03 has been reworked into a two-seat van. The rear bench is gone, replaced by a 657 lt (23.2 cubic feet) cargo area. Access comes via the tailgate and rear doors, though the openings are predictably tight.

More: This Leapmotor Packs Lamborghini Huracan Power Into A $38K Family SUV

Payload is less convincing. It is rated at just 220 kg (485 lbs), which limits what it can realistically carry. Then again, this is more about parcels and city drops than shifting bags of cement, so for its intended job, it may be enough.

Inside, it’s better equipped than you’d expect from something pitched at delivery duty. You get an 8-inch digital instrument cluster, a 10.1-inch infotainment touchscreen, and a full suite of ADAS features.

More: Opel And Alfa Romeo’s Next EVs May Be Built Around Chinese Tech, Not German Or Italian

On the outside, the five-door hatchback is unchanged from the standard Leapmotor T03, measuring 3,620 mm (142.5 inches) long. The LCV version sets itself apart with 15-inch steel wheels finished in black, while the color choices are limited to Caribbean Blue, Light White, and Canopy Grey.

Power comes from a single electric motor producing 95 hp (70 kW) and 158 Nm (116.5 lb-ft) of torque, identical to the passenger model. A 37.3 kWh battery delivers up to 256 km (159 miles) of WLTP range, with support for 45 kW DC fast charging.

According to Stellantis, “production finalization” for European markets will take place at the Mirafiori plant in Turin. In reality, that likely means the LCV conversion is handled there, as the Leapmotor T03 itself continues to be built in Jinhua, China, after plans for production at the Tychy plant in Poland were quietly dropped.

More: Stellantis’ Plan For Canada Looks Less Like A Car Factory And More Like A Chinese IKEA, Says Official

Orders for the Leapmotor T03 LCV will open in select EU markets later this month, with the first deliveries expected to land this summer.

Pricing starts at €14,590 ($17,100) excluding VAT, putting it among the most affordable commercial vehicles on sale in Europe. Stellantis is not new to the small EV game either, already offering an LCV version of the even smaller Citroen Ami heavy quadricycle.

For something as expensive and high-tech as the Cadillac Lyriq, buyers probably expect a few software bugs here and there. Maybe a glitchy screen, a frozen app, or a charger that occasionally needs a second try. According to a new lawsuit against General Motors, some owners are dealing with something much worse: SUVs that suddenly become completely unusable.

A proposed class-action lawsuit filed in federal court in Washington claims the Cadillac Lyriq suffers from widespread electrical, software, and battery-management issues that can leave the electric SUV unable to start, charge, or drive. In other words, the lawsuit alleges that some Lyriqs effectively become very expensive driveway ornaments, or, in tech terms, bricks. We doubt owners find much comfort in that, regardless of whatever styling drew them in.

More: Thousands Of Cadillac EVs Recalled Over A Feature Meant To Impress

According to the lawsuit seen by Carcomplaints, Washington resident Wendy Cochran and Florida resident Charlene Riddle both say their Lyriqs suffered what’s described as “catastrophic electrical system failure.” Riddle claims GM told her a software fix was required, but that no fix was available at the time. Cochran, meanwhile, says her SUV became unusable, leaving her with lost time, added costs, and a vehicle now worth less than she paid.

Importantly, the filling calls into question failures with the Lyriq’s electrical architecture, battery-management modules, software systems, and vehicle control networks. All of those systems have to constantly work with one another. The plaintiffs point out that if one fails, it can cascade throughout the rest of the system and effectively brick the car.

One important piece of the puzzle is that the lawsuit claims that GM was aware about this issue and put the cars on the market anyway. The lawsuit alleges that the company had access to pre-production testing, engineering reports, warranty claims, dealership repair records, and consumer complaints, all of which pointed to the same issue. Even so, GM allegedly continued marketing the Lyriq as a premium, reliable luxury EV.

At this point, the ball is in GM’s court. It can respond by denying the allegations or, more likely, it could ask the judge to dismiss the case altogether. Generally, the next move comes within three weeks of the initial filing so we should have more news on the case soon.

BYD isn’t content with just taking on the Ford Ranger. China’s most successful automaker is already looking to move up a weight class to challenge the Ford F-150. That next step won’t involve the US market, though, as this larger model is being developed with Australia in mind.

BYD’s first pickup in Australia, the Shark 6, arrived in late 2024 wearing a face that looked more than a little inspired by the F-150. At 5,457 mm (214.8 inches) long, it sits just beyond the typical midsize footprint and comes equipped with a plug-in hybrid powertrain.

More: Jim Farley Said Chinese Pickups Couldn’t Tow Like A Ranger. BYD Just Proved Him Wrong

The Shark 6 was a runaway success, becoming Australia’s best-selling PHEV truck in 2025 with 18,073 deliveries. For 2026, BYD has doubled down, introducing a Performance trim with a more potent powertrain along with a chassis-cab bodystyle driven by customer demand.

Moving Up to the Heavyweights

However, Australians have been asking for something even bigger. Liu Xueliang, managing director of BYD Asia Pacific, said: “Some customers have requested a full-size Shark 6, similar in size to the Ford F-150. We are on our way to try to get there.”

Word of the program first slipped out in early 2025, when David Smitherman, then CEO of EVDirect, said a full-size BYD pickup was “absolutely in development.” Since then, things have gone quiet on timing, but the working expectation points to a 2027 arrival if everything stays on track.

More: BYD Just Landed On Brazil’s Dirty List, And It Wasn’t For Its Cars

According to CarExpert, the real pressure isn’t coming from private buyers chasing something bigger. It’s fleet operators, particularly mining companies, that are pushing for a larger, more capable truck with electrification baked in from the start.

In Australia, the full-size segment currently includes the Ford F-150, Ram 1500, Chevrolet Silverado, and Toyota Tundra. With a combined sales of 8,763 units in 2025, full-size trucks are a niche compared to the midsize segment, as the Ford Ranger alone sold 56,555 units becoming Australia’s best-selling vehicle overall for the third consecutive year. Still, the profit margins are significantly higher, which explains BYD’s interest.

Factory right-hand-drive conversions for full-size trucks don’t come cheap, and in Australia they can easily push past AU$150,000 (US$105,800). The F-150 starts from a little over AU$122,000 (US$87,000) in XLT trim climbing to over AU$152,000 (US$108,000) for the Lariat, both with the 3.5L engine. BYD sees an opening here. Build the truck properly from the start in right-hand drive, price it more sensibly, add a tech-heavy cabin and an electrified powertrain, and suddenly those inflated conversion costs start to look like yesterday’s problem.

More BYD Trucks On The Horizon

That move upmarket isn’t happening in isolation. Liu Xueliang has already suggested a fully electric counterpart to the Shark 6 is in development, aimed squarely at industries that no longer want diesel on site. Mining is the obvious target. If it lands as expected, it will go head-to-head with the electric workhorses now lining up, including the Toyota Hilux BEV, the upcoming Isuzu D-Max BEV, and the LDV eTerron 9.

More: Toyota’s Electric Hilux Costs $20K More Than The Diesel, And That’s Not Even The Worst Part

At the other end of the scale, BYD is also sketching out something smaller. A compact pickup is in the works, expected to ride on a unibody platform and use a plug-in hybrid setup. This one isn’t chasing job sites. It’s aimed at buyers who want the look and versatility of a pickup without committing to something oversized or overly serious.

VW rebounded from the dieselgate scandal determined to do better, but the German brand’s boss has admitted that some of those early efforts landed wide of the mark. Now he’s on a mission to right some ID. wrongs and win back the crowd it drifted away from.

“It was clear to me that we were actually losing our core,” CEO Thomas Schäfer told journalists at the presentation of the heavily facelifted ID.3 Neo. The former Skoda chief, who bagged the top Wolfsburg job in 2022, says the brand had drifted from the VW people knew and loved.

Related: VW ID.4’s Death Could Lead To Birth Of An American Pickup

The problems were everywhere once you started looking. Styling that didn’t quite feel right, confusing touch controls, and a naming strategy that ditched familiar badges in favor of cold tech-speak. Turns out customers didn’t love slider controls for basic functions, and they definitely missed the clarity of names like Golf and Tiguan.

Schäfer didn’t just tweak things around the edges. He gathered hundreds of managers, threw every issue on the table, and asked for brutal honesty. “We had to change ourselves, we had to create a new mindset,” Auto Express reports the CEO saying. He recalled how his wider team reacted with relief rather than resistance when he laid out the new plan.

Ask The Customer

Engineering boss Kai Grünitz says the reset goes deeper than pretty design. “We are doing customer clinics a lot,” he explained, signalling a shift away from gut feeling toward actual feedback. That means features get tested by real people before making production, not just approved in boardrooms because the CEO has decided he likes something and engineers don’t feel able to push back.

Exterior styling is getting a rethink, too, following the Schäfer-assisted exodus of Klaus Bischoff, architect of the mostly bland first-generation ID. cars. New creative boss Andy Mindt, who came from Bentley, has pushed for simpler, more timeless shapes, plus interiors that don’t require a tutorial. Physical buttons are coming back, and even door handles are being reconsidered so they actually work when your hands are full.

“We sell emotions, we sell memories,” Grünitz said, summing up the new direction, which is really just about getting back to the old direction. If VW can pull that off again with the help of cars like the new ID. Polo (below), maybe the people’s car maker really can find its groove.