Nio has finally launched the much-anticipated Firefly brand in China, which will be targeting the most affordable corner of the EV market. Its first model is a small electric hatchback with swappable batteries, aimed at global markets including Europe, Latin America, and Southeast Asia.

Firefly EVs will be positioned below the Nio and Onvo in terms of size, features, and pricing. The goal of the brand is to make “small, electric high-end cars accessible to a broader audience”.

More: Is BYD Making A Cutprice Electric Porsche 911 Rival? (New Photos)

The urban hatchback is simply known as the Firefly. Responsible for its design is ex-BMW and Ford designer Kris Tomasson. The exterior has a few references to the discontinued Honda e, with a similar greenhouse, a black-finished roof, and matching pillars. The signature trait of the Firefly is the three-piece circular LED headlights and taillights that look like iPhone cameras.

Other highlights include the flush door handles, the six-spoke wheels, and the clean surfacing. According to Firefly, the plastic cladding on the lower part of the bodywork is made from a sustainable material. The company didn’t reveal the dimensions of the EV, which looks like a rival to the likes of the BYD Dolphin, Citroen e-C3, Fiat Grande Panda, and Renault 5.

The latest Chinese EV features a 92-liter (3.2 cubic feet) frunk with layered storage and a drainage function, which is larger than what you get in most EVs. This is combined with a boot that can reach up to 1,250 lt (44 cubic feet) when the rear seats are folded flat. There are no photos of the interior, but earlier spy shots revealed a minimalist dashboard with a Tesla-style infotainment touchscreen and a digital instrument cluster.

Firefly claims that the turning circle of 9.4 m (30.8 feet) and the “multi-scene automatic parking assist function” will make it easy to navigate the EV in tight urban areas.

The EV has been engineered to score five-star ratings on the C-NCAP and Euro-NCAP tests. This was made possible thanks to the extensive use of high-strength steel and aluminum comprising 83.4% of the body structure, double anti-collision beams in the front doors, and nine airbags as standard, and claims to offer the best torsional stiffness in its segment (35,700 Nm).

Details about the electric motors and battery pack have yet to be announced. However, we know that the latter will be swappable, although not compatible with the existing battery swapping stations of Nio and Onvo due to its smaller size.

The Firefly is already available to pre-order in China for ¥148,800 ($20,400), ahead of its official market launch in April 2025. The model will reportedly roll out in Europe in the first half of 2025, where it is expected to be more expensive. As reported by Car News China, Nio wants the products of the Firefly brand to be available in 25 countries by the end of 2025.

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Remember when Hyundai was just that “nice but boring” carmaker your parents trusted for reliable grocery getters? Well, those days are officially dead and buried, now being quietly mocked in a corner by the Ioniq 5 N, a 601-horsepower slap in the face to the idea that electric cars are all glorified appliances. This EV doesn’t just exist; it barges into the room, shotgun in hand, and demands your attention.

It’s not just that the Ioniq 5 N is fast—although it’s stupid fast—it’s that it manages to cram a level of driving engagement into its hefty, practical frame that feels borderline illegal. On paper, it’s the kind of car that seems destined to make you question your loyalty to internal combustion. But promises on paper don’t always hold up in the real world, so we spent a week living with this modern muscle EV to find out if it’s truly the game-changer Hyundai claims, or just a flash in the pan with a fading battery.

QUICK FACTS

Photos Brad Anderson/Carscoops

We first drove the car during its Australian launch in February on several twisty roads and a racetrack and were blown away. However, it’s difficult to thoroughly test a car for just a few hours on the road and on a track. You have to actually live with it to understand it and accurately determine what’s good and what’s not so good about it. As such, we recently spent a week with the Ioniq 5 N to see how it deals with the rigors of everyday life and to discover if it is indeed the game-changing EV we thought it was after our initial test.

What makes it special?

The Ioniq 5 N is unlike anything else Hyundai’s N division has built before it. Prior to this car’s launch, N had only ever made hot hatches/sedans and a hotted-up version of the Kona crossover. All of its other cars produce between 201 hp and around 280 hp. So when it was revealed the company was launching a car with horsepower and performance to rival a Porsche Taycan, the world took notice.

More: 2025 Hyundai Ioniq 5 N Launched In Korea With Enhanced Drift Function And More Standard Kit

A key reason why the Ioniq 5 N is special is its powertrain. An 84 kWh battery pack is found beneath the skin and mated to two electric motors. A front-mounted motor delivers 235 hp (175 kW) and 370 Nm (273 lb-ft) of torque, while located at the rear is a punchier motor with 406 hp (303 kW) and 400 Nm (295 lb-ft). All up, the EV churns out 601 hp (448 kW). An extra 40 hp is unlocked when using the N Grin Boost function for 10-second bursts.

When jumping back behind the wheel of the car for the first time in more than 6 months, the immediacy and sheer power of the thing reminded me of just how exhilarating driving a high-powered electric car can be. If you’ve never experienced this feeling, do yourself a favor and try to arrange a test drive of a fast EV. Launching off the line in a car like this Hyundai feels akin to being on the world’s quickest rollercoaster, slamming your head back into the seat and making your face feel like Jell-O.

The carmaker says the Ioniq 5 N can hit 62 mph (100 km/h) in just 3.4 seconds, but we managed to record a best time of 3.1 seconds. That’s the same time we set with an Audi RS e-tron GT a few months ago and exemplifies the league of performance cars that the Ioniq 5 N can compete with.

Limited range but quick charging

Of course, performing successive launches in the 5 N quickly depletes the battery pack. Hyundai’s official claim is that the car can travel up to 448 km (278 miles) on a charge, but that’s almost impossible to achieve in the real world. Based on our experience, owners who drive their vehicles in urban environments, through city streets, and along highways, may get around 350 km (217 miles) if they’re having a little bit of fun on the way and tapping into the EV’s performance.

Photos Brad Anderson/Carscoops

While such a range figure isn’t terrible, it’s also not great. After all, the Ioniq 5 N is not a lightweight, two-door sports car that owners may use a few times a month. It is a big, practical family car that should be able to do everything a family car can, including long road trips, something it struggles with in Australia given the country’s woeful network of EV chargers. The limited range won’t be such a big deal in other markets, where 350 kW DC fast chargers are more readily available. Plugged in, it can be charged from 10-80% in just 18 minutes.

More: Hyundai Ioniq 5 N Is An Unlikely Rival To Audi’s RS7 Performance

During our time with the Ioniq 5 N, we were able to find a 350 kW charger and plugged it in for 25 minutes. In that time, the charger delivered 57.61 kWh of energy, which is about 68% of the pack’s total capacity. Charging speeds peaked at just shy of 240 kW, making this one of the quickest-charging EVs out there.

Superb handling, lots of modes to choose from

One of the most impressive things about the Ioniq 5 N is its handling. Despite weighing 2,230 kg (4,916 lbs), it hides its weight very well and loves nothing more than being hustled up a mountain road. The grip is absolutely tremendous and it’s very difficult to unsettle the car no matter how bad the road surface may be, a testament to the engineers who tuned the suspension.

Photos Brad Anderson/Carscoops

However, like other Hyundai N products, the adjustable suspension is best left in Normal mode as the Sport and Sport+ settings are too firm for the road. Similarly, the steering’s Normal mode is best and becomes too heavy in other modes. Some of the Ioniq 5 N’s dizzying array of driving modes and features are largely useless on the street. These include things like the N Drift Optimizer, N Torque Distribution that allows you to adjust the front and rear power bias, N Pedal, which maximizes brake regeneration, and N race modes.

Excluding these modes, there’s still plenty to play with. One of the Ioniq 5 N’s most recognizable features is N Active Sound+, which offers three different sound profiles. The first – and most interesting – is Ignition that aims to mimic the sound of Hyundai N’s combustion models. It does a good job of recreating the sound of an engine but does sound a little too much like you’re gaming on a PlayStation. One mode that’s hard to critique is N e-Shift, as it does a brilliant job of imitating an eight-speed dual-clutch.

One of the best things about all these modes is that they can easily be switched off, making the Ioniq 5 N feel quite docile and perfect for cruising around town. While the ride is firm even in its softest setting, the car feels right at home on suburban streets and is just as good at fetching groceries as it is embarrassing supercars from the traffic lights.

Hyundai has also equipped the Ioniq 5 N with Highway Driving Assist 2. This system includes adaptive cruise control with stop-and-go and lane-centering assistance like previous iterations of the tech suite but adds highway lane change assist. If you’re on a multi-lane highway with well-marked lines, all you have to do is flick on the turn signal, and the car will automatically change lanes for you. The system works well, although its usefulness is up for debate.

The tires don’t last

One of the key advantages of EVs is that they generally require less mechanical upkeep than combustion-powered cars. While that will probably also hold true for the Ioniq 5 N, this thing will chew through tires like you wouldn’t believe.

More: Hyundai Ioniq 5 N Sets New EV Records At Pikes Peak

As standard, it comes standard with specially-developed Pirelli P-Zero Corsa tires measuring 275/35 ZR21 at all four corners. These tires provide monumental levels of grip but have an almost unbelievably low treadwear rating of just 80. By comparison, typical Michelin Pilot Sport 4S tires have a treadwear rating of 300, and even competition-spec semi-slicks like the Toyo R888R have a 100 treadwear rating. It’s hardly a surprise then that our test car, with less than 7,000 km (~4,300 miles) on the odometer, only had about 1 mm of tread left.

Photos Brad Anderson/Carscoops

A spacious cabin, but with lots of hard plastics

The cabin of the Ioniq 5 N is good, just like the regular model. It’s a little bit of a shame Hyundai has ditched the sliding center console of the standard car in favor of a fixed unit and the fact the seats are manually-adjustable at this price point feels a little cheap. On the flip side, the front seats themselves are very comfortable over long journeys and also hold you in position well.

The 3,000 mm (118-inch) wheelbase means rear passengers have plenty of legroom, and a tilt function for the backrests is a nice feature. With a flat floor, it’s also possible to ferry three adults in the rear in relative comfort. Rear cargo space is only okay at 480 liters (16.9 cubic-feet) and is 80 liters (2.8 cubic-feet) less than the standard Ioniq 5. There’s also no frunk, as the N’s sound generator is located up front. There’s also too much hard, black, scratchy plastic found throughout. It’s fine on a regular car but isn’t so nice when you’re spending AU$120,000 (~$76,800).

Verdict

As is often the case, living with the Ioniq 5 N revealed a few minor foibles that we didn’t notice when first testing the car. Despite these imperfections, though, it’s still an absolute animal that provides great driving thrills, proving that EVs don’t have to be boring.

As a technical exercise, it’s remarkable and will likely remain the driver-focused EV benchmark in its segment until someone comes up with something even better. But we wouldn’t buy one. We’d rather get an i30 N Sedan and pocket the extra AU$60,000 (~$38,400).

Photo Credits: Brad Anderson/Carscoops

While Brabus is best known as a premier aftermarket Mercedes-Benz tuner, it has also maintained a 50:50 joint venture with Daimler since 2001, channeling its expertise into customizing models from the Smart family. Brabus, the same brand responsible for turning AMG monsters into even bigger monsters, has now turned its attention to the Smart #3 that benefits from a raft of modifications.

It goes squarely against the class-leading Tesla Model Y Performance, but also rivals slightly more premium offerings like the BMW iX3 and Genesis GV60 Performance. It’s just landed in Australia and is being sold online and through Mercedes-Benz dealerships nationwide. Does it have the goods to be a serious player in this segment?

QUICK FACTS

Photos Brad Anderson/Carscoops

Competitive Pricing

On price, the #3 Brabus is a compelling option, something I’d never thought I’d say for a vehicle that’s half German. This flagship model starts at AU$70,900 (~$45,200), making it quite a bit pricier than the entry-level Smart #3 starting at AU$57,900 (~$36,900), and the mid-range Smart #3 Premium, which kicks off at AU$61,900 (~$39,500). However, when you look at the competition, the Brabus starts to make a lot of sense.

Locally, a Tesla Model Y Performance starts at AU$84,700 (~$54,000), and while it has a little bit more power, it’s not as quick as the Brabus. Other alternatives are significantly more expensive, including the entry-level BMW iX3 (AU$89,100 / $36,900) and the much more premium Genesis GV60 Performance, which starts at around AU$110,000 (~$70,000). A compelling alternative to the Brabus #3 that will launch shortly is the mechanically-related Zeekr X.

Both the Smart #3 and Zeekr share the same platform, as does the Volvo EX30, and the equivalent flagship X AWD will start at AU$64,900 (~$41,400). For now, however, the Brabus is hard to beat in terms of price and performance.

Photos Brad Anderson/Carscoops

Smart Nailed The Quality

Smart has done a fine job of making the #3’s interior feel fitting of the price tag. It’s a lot more interesting than the bland cabin of the Model Y and is mostly covered in nice materials. Admittedly, there’s a little too much hard black plastic on the door panels, but the rest of the interior does have a German and premium feel to it.

Immediately catching the eye is the layout of the #3. The trio of circular air vents in the center of the dashboard are classic Mercedes-Benz and the central spine running from the dash to the center console is finished in plastic with a silver finish, aiming to imitate metal. It does a pretty good job, and hidden behind a flap under the air vents is a wireless phone charger and two USB ports. The cup holders are also hidden beneath a sliding cover.

Standing out is a 12.8-inch tablet-like infotainment system. It takes after Tesla and many Chinese cars, adopting an operating system more reminiscent of a smartphone than a normal car system. That means it’s filled with an array of different menus, display screens, and seemingly endless settings. I didn’t like it when I first got in, but after two days or so, I was won over. Less tech-savvy buyers may have a harder time, however.

Photos Brad Anderson/Carscoops

The main display screen consists of a handful of widgets, including one shaped like the Earth for navigation, a media screen, details about driving consumption, weather, and your current driving mode. Scroll over, and you’re taken to an apps screen. Important vehicle settings are then accessed by pressing the vehicle button on the bottom right of the screen, while a strip of handy shortcuts house all the climate control settings.

Read: Smart #3 Brabus Gains Extra Dose Of Brabusness

Positioned below the screen are six shortcut buttons, although they don’t provide haptic feedback, which is a shame. The most important is positioned on the far left and includes quick settings to the lane assist, auto hold, electric parking brake, rear foglight, hill descent control, traction control, and a setting for the one-pedal driving mode, known as s-Pedal. You can also choose between three other regenerative braking settings and enable the ‘Rocket Launch’ control system on this screen. A separate shortcut is used to toggle between the driving modes. Both wireless Android Auto and Apple CarPlay are standard.

A Spacious And Well-Equipped Cabin

Positioned in front of the driver is a three-spoke steering wheel with metal spokes and bathed in black leather and Alcantara. There’s also a narrow instrument display that shows important information like your speed, range, and multimedia. It’s not as good as a full instrument cluster, but it’s better than nothing (like in a Tesla). A large head-up display is also a nice feature you won’t find in a Model Y.

The front seats are electrically adjustable, offer plenty of adjustment, and have heated and cooled functions. They also have quite an intriguing shape and are wrapped in plush leather and Alcantara. As for the second row, legroom is good even for taller passengers. The headroom is adequate but not as good as a Model Y, although that’s hardly a surprise given the car’s slightly lower roofline. Other nice touches include metal speaker grilles and door handles – not something you’ll always find at this price point.

Photos Brad Anderson/Carscoops

Other welcome features of the cabin include a decent 640-watt Beats audio system and a 360-degree camera. A highly configurable ambient lighting system, very similar to those of current Mercedes-Benz models, is also standard.

All Brabus #3 models also have a massive panoramic glass roof as standard. Unfortunately, Smart has taken a leaf from the Tesla playbook and has not provided a sunshade for this glass panel. While it’s well-tinted, heat still gets in, and it doesn’t completely block out the sun, which is annoying on hot summer days.

All of the climate control settings are housed within the screen. While they’re easy to access, the icons you have to press are a little too small, making it annoying while on the move. Settings for the seat heating and cooling are miniature.

Storage is adequate with a 370-liter (13 cubic-foot) boot or 1,160 liters (40.9 cubic-feet) with the rear seats folded down. There’s also a hidden cubby at the back for charging cables and a 15-liter (0.5 cubic-foot) frunk.

Photos Brad Anderson/Carscoops

Great Performance, But Could Do With Stickier Tires

The Brabus #3 is a good drive but does have some peculiarities. All #3 models feature a 66 kWh lithium nickel cobalt manganese battery pack under the floor that drives a pair of electric motors. All up, the EV delivers a punchy 422 hp (315 kW) and 543 Nm (400 lb-ft) of torque, allowing it to hit 100 km/h (62 mph) in 3.7 seconds (the same as a Model Y Performance), according to Smart. We recorded a best time of 3.59 seconds with a GPS timer and the ‘Rocket Launch’ setting enabled.

In typical EV fashion, it fires off the line with impressive pace, having no struggle putting all of its power to the ground. When seeking the best performance, it’s a good idea to select either the Sport or Brabus driving modes, as they sharpen up the throttle response and unleash all the power. Eco and Comfort modes are also offered, which are better suited to everyday driving.

The steering feel is next to non-existent, although it does tighten up in the sportier of the four steering settings. Even still, it can be a little tough to feel what the front tires are up to. Speaking of the tires, they’re Continental EcoContact 6Qs at all four corners, measuring 245/40 R20. While they are quiet, they have been designed for economical driving and aren’t all that well-suited to the Brabus. Push the SUV hard into a corner, and the tires will start to slip and screech quite quickly. We’d prefer some slightly stickier tires to come standard.

The ride is good. Plenty of EVs are too stiff, but the #3 is comfortable and plush. It’s not quite as soft as a Model Y, however.

Lots Of ADAS – And A Few Foibles

Four different levels of regenerative braking are available, including a one-pedal mode known as s-Pedal. During my week with the Brabus, I predominantly drove it in s-Pedal mode, and it works just as advertised. If driven with the brake regen in the low, medium, or high settings, the feel through the brake pedal can be a little inconsistent. It seems like the car will subtly and quickly grab the brakes, then release them, and then grab them again, repeatedly, even if you keep consistent pressure on the pedal. It’s hard to pick, and most drivers probably won’t even notice, but it suggests some additional fine-tuning is needed to smooth out the transition from the brake regen to the friction brakes.

We also experienced a couple of small electronic issues. The car repeatedly displayed a warning saying the driver monitoring system was blocked, even though it wasn’t. Additionally, the one-pedal driving mode would sometimes work seamlessly in the Sport and Brabus driving models, while other times, it wouldn’t slow the EV to a stop. There’s also an annoying chime whenever you exceed the speed limit, and it has to be disabled each time you drive.

Plenty of driver-assistance systems come standard, including adaptive cruise control and self-steering on highways. This system performed flawlessly on the highway during our week with the EV. During everyday driving, the lane-keeping assistant can be a little over-eager to provide steering corrections but can be easily disabled with two presses of the screen.

Verdict

Overall, I was pleasantly surprised with the driving experience offered by the Brabus #3. It’s just as quick as some more expensive rivals, is smooth and quiet on the daily grind, and looks very stylish.

A downside of the small 66 kWh pack is the limited range. Smart says it’ll do 415 km (258 miles) on a charge, but a figure of around 350-370 km (217-230 miles) is more accurate if driven sedately. We averaged 19.2 kWh/100 km during our time with it. If it had a bigger battery pack, nearer the 80 kWh mark to boost the range to 450 km – 500 km (280 – 311 miles), the Smart #3 Brabus might be the best option in this segment. As it stands, it’s an excellent buy for the money – just make sure you have a home charger.

Photos Brad Anderson/Carscoops

Subaru has introduced the 2025 Solterra and announced pricing will start at $38,495 before a $1,420 destination fee. That’s a $6,500 drop, but the delivery fee climbs $75.

Thanks to the change, the Solterra Premium costs less than the Toyota bZ4X XLE AWD. That model begins at $39,150 and has a $1,395 destination fee that brings the combined price to $40,545.

More: 2025 Toyota bZ4X Gets $6,000 Price Cut, New Nightshade Edition

Pricing aside, the 2025 Solterra gains a new Onyx Edition. It costs $45,495 and is based on the range-topping Touring trim.

As the name suggests, the model echoes the bZ4X Nightshade Edition and features a host of dark flourishes. This includes black badging and 20-inch wheels with a black finish. They’re joined by an assortment of other black accents including the roof pillars, shoulder line trim, door frames, and rear spoiler. Buyers will also find black StarTex upholstery and black door trim.

All Solterras are equipped with a 72.8 kWh battery pack, which powers a dual-motor all-wheel drive system producing a combined output of 215 hp (160 kW / 218 PS) and 249 lb-ft (337 Nm) of torque. The Premium trim has an EPA-estimated range of 227 miles (365 km), while higher-end variants are limited to 222 miles (357 km) due, in part, to their larger 20-inch wheels.

Speaking of equipment, the Solterra Premium has LED headlights and 18-inch wheels. Customers will also find a 7-inch digital instrument cluster and an 8-inch infotainment system with Android Auto and Apple CarPlay compatibility. Rounding out the highlights are a leather-wrapped steering wheel, heated front seats, and a dual-zone automatic climate control system.

Since EVs aren’t ideal for long distance trips, customers who purchase or lease a new Solterra gain access to the Subaru Just Drive Rental program. Participating Subaru dealers will provide a free car for up to ten days, so you can get something gas-powered for your family vacation.

2025 Subaru Solterra Pricing

Jaguar Land Rover has instructed almost three dozen I-Pace owners in the US to avoid parking their EVs near structures and to limit charging to 80% because incorrectly repaired examples are at risk of catching fire.

This recall follows on from an earlier one impacting 2019 Jaguar I-Pace models. The brand says 34 vehicles in the US have not had software updates correctly installed and have a safety defect that can cause the EVs to catch fire. Impacted models were assembled between February 18, 2018, and March 11, 2019.

Read: Jaguar Is Buying Back 2,760 Faulty I-Pace EVs Over Fire Risk

Jaguar started to audit its previous recall on November 12 and found three vehicles that had not been correctly updated, even though retailers had submitted a claim for the repair to the carmaker. Jaguar has since reviewed the logs across its retail network and found that 34 vehicles continue to represent a safety risk and must be fixed. While there have not been any reports of accidents, injuries, or fires, it’s a fault that owners should take seriously. The recall also comes just a few weeks after Jaguar said it was buying back 2,760 I-Paces in the US that can catch fire.

Dealers will be notified of this latest recall on January 2, while owners will be informed by February 7. Retailers have been instructed to install an interim software update to fix the fault.

Interestingly, JLR first issued this new recall with the National Highway Traffic Safety Administration (NHTSA) on December 12 and did not tell owners to park their EVs away from structures. However, the recall notice was updated on December 17, warning owners of the dangers.

“In line with recommendations made by manufacturers who have had similar issues and until such time as the safety recall remedy has been completed, retailers and customers should park away from structures,” the recall states. “Where possible, vehicles should be charged outside. Customers should also limit their charge to a maximum of 80% until the recall remedy has been completed. The Owner Manual should be consulted to confirm how to monitor vehicle charge level.”

While Toyota may have thought it was clever when it came up with the name for the bZ4X EV, it hasn’t been particularly well received. As a result, a change is reportedly coming soon, according to the regional director for Toyota Canada in Quebec.

While recently speaking with members of Canada’s automotive media, Patrick Ryan revealed that the electric SUV is going to be rebranded. He did not say when, but it could be for the 2026 model year as the 2025 model has already been presented and keeps the bZ4X name.

Read: The 2023 Toyota bZ4X Is A Quirky, But Comfortable EV With Up To 252 Miles Of Range

The current name stands for ‘Beyond Zero’, the ‘4’ represents its size, and the ‘X’ references it being a crossover, notes Motor Illustrated. While it kind of makes sense, the name doesn’t roll off the tongue particularly well, and it just sounds a little bit silly.

We get it, car manufacturers love using alphanumerical names for their cars nowadays. However, they’re often hard to remember and simply don’t stand out like those with real names. Heck, even the Subaru twin to the bZ4X has a real name and is dubbed the Solterra.

Ryan did not say if the name change will only be regional or if it is something that Toyota plans to change globally, although the latter would seem a little more logical. Except for the RAV4, all of Toyota’s current models in the US have real names, rather than random numbers and letters that have been jumbled together. Hopefully, Toyota will be able to come up with a proper name for its electric crossover and we won’t have to wait too long to hear it.

Tesla has big plans for the Cybercab, its all-electric, fully autonomous robotaxi that it plans to start building before 2027. Not only does it expect them to be ferrying around passengers across the United States before the end of the decade, but Elon Musk foresees a world where people could own multiple Cybercabs and manage a fleet of them.

At the car’s unveiled two months ago, one element that really captured the world’s attention was its bold design. Not only is it unlike any other Tesla to come before it, but it’s different from most other four-wheeled vehicles. Of course, that’s if you disregard the VW XL1 from 2013, but that’s another story. To provide us with a glimpse into the design of the Cybercab, Tesla design boss Franz von Holzhausen recently spoke with the Petersen Automotive Museum, where one of the EVs is on display.

Read: Tesla Cybercab Is A $30,000 Robotaxi Without A Steering Wheel Or Pedals

The discussions start at the rear of the car. Just like the Polestar 4, the Cybercab lacks a rear window. Von Holzhausen says that in a self-driving vehicle designed to ferry passengers from A to B, there’s really no need for occupants to see what’s going on behind them. By ditching a rear window, Tesla has also been able to make the storage compartment as large as possible.

For the first time in a Tesla, the Cybercab uses dihedral doors which are usually reserved for high-priced supercars. These doors make it feel like “you’re stepping into the future,” according to Von Holzhausen. The wheels feature solid aero discs aimed to maximizing efficiency. Tesla has also painted strips around the tires in the same shade as discs, making it seem like the wheels are bigger than they really are.

The EV’s interior is even more minimalist than other Tesla models. Dominating the cabin is a large central screen that’ll keep passengers entertained, and there are a pair of seats that look more reminiscent of lounge chairs than traditional car seats.

Whether or not the Cybercab will be a success remains to be seen. It’ll have to sell well, and for regulations concerning self-driving vehicles with no conventional controls like a steering wheel and pedals, which currently limit their permits to 2,500 per year, to change radically. If reports about incoming President Donald Trump’s intentions turn out to be accurate, this may actually happen sooner rather than later, as his transition team has allegedly said that crafting a federal framework for self-driving cars (and likely removing existing restrictions) is a “top priority”.

The Tesla Model Y is gearing up for its most significant update since its 2019 debut. Of course, by “significant,” we mean it’s still largely the same car—just with enough fresh bells and whistles to keep it reigning atop global sales charts. Now, a camouflaged prototype of the updated Model Y was spotted in California, coinciding with reports that production could kick off in China as early as next month.

More: Everything We Know About The Tesla Model Y Juniper

According to the latest information circulating in Chinese media including Sina, production of the facelifted Model Y, codenamed “Juniper”, is set to kick off in January 2025 at Tesla’s Shanghai plant. This aligns with Elon Musk’s earlier comments indicating that the facelifted Model Y wouldn’t launch in 2024. Reports also suggest that Tesla has already built prototypes in Shanghai as part of its preparations for full-scale production, signaling that the company is moving quickly to refine the next iteration of its best-seller.

A New Longer Six-Seater Variant For China

Tesla is expected to introduce two versions of the updated Model Y: a standard five-seat model, which offers an optional third row for two additional (and very small) passengers, and a longer-wheelbase six-seater variant designed exclusively for the Chinese market, set to arrive in the fourth quarter of 2025. Both versions will come with a range of exterior, interior, and mechanical updates to keep the Model Y fresh and competitive.

Read: Tesla Exec Confirms $30K Model Q For 2025, Deutsche Bank Report Claims

The redesigned bodywork of the Model Y is expected to echo the updates seen on the Model 3 ‘Highland’, featuring slimmer headlights and a more streamlined front bumper. In a recent spy video shared on X by photographer Colin W., the new DRLs (daytime running lights) can be seen glowing through a thick camouflage wrap. The prototype is also equipped with newly styled wheels. While the rear end remains fully covered, earlier spy shots revealed a full-width LED taillight bar with a frosted finish, adding a more modern touch to the design.

Video quality is uploaded at 720p because I don’t have Premium pic.twitter.com/WOQGFztBwN

— Colin W. (@Y2KColin) December 12, 2024

Bye, Bye Stalks

Inside, the Model Y is expected to ditch its wiper and turn signal stalks, along with the gear shifter, in favor of an even more minimalist design. However, it will gain a redesigned steering wheel, an infotainment display with slimmer bezels, more comfortable seats, multi-color ambient lighting, and an additional touchscreen for rear passengers to control climate settings, just like the Model 3 facelift.

More importantly, the EV will reportedly benefit from better-quality materials inside the cabin and improved NVH, courtesy of chassis and suspension upgrades. These will be likely joined by onboard technology upgrades too.

Battery and powertrain options should be carried over from the outgoing model, although a more powerful Model Y Performance trim sounds plausible, mirroring the specs of the Model 3.

More: New Tesla Models Crippled By AP4 Computer Failures, Breaking Essential Features

In the lead-up to the updated model’s release, Tesla has cut the price of the Model Y in China by an additional ¥10,000 ($1,370), dropping it to its lowest price ever. The move seems to be paying off: between January and November 2024, the Model Y was China’s best-selling vehicle, with 373,000 units sold, accounting for 73% of Tesla’s sales in the region.

Prospective Tesla Model Y buyers in the U.S. face a tough decision: wait for the updated model or buy the current version now to secure the $7,500 federal tax credit, especially with the possibility that the next administration may follow through on its promise to eliminate it.

Illustrations: Thanos Pappas for CarScoops

Analysts predict that between 16.2 million and 16.3 million new cars could be sold across the United States next year. This would mark the strongest year in sales since 2019, up from the projected 15.98 million cars sold this year.

Several factors could contribute to a sales boost in 2025. The Federal Reserve recently cut interest rates for the third time this year, and inventory has started to improve in the second half of the year. Additionally, the average transaction price for new cars in 2024 is $47,465, or 0.8% lower than in 2023. Prices remain 27.2% higher than in 2019 however, when roughly 17 million new vehicles were sold in the US.

Read: Electrified Vehicles Grab Over 20% Of US Market Share With Hybrids Leading The Way

S&P Global Mobility and Edmunds estimate that 16.2 million new vehicles will be sold in 2025. Analysts from Cox Automotive put that figure closer to 16.3 million. This jump could happen despite the estimated price hikes due to the tariffs expected to be enforced by the Trump administration.

Edmunds believes that new tariffs “could dramatically increase vehicle prices” and that the added cost will be passed on to consumers. It’s possible that scrapping the $7,500 federal EV tax credit could slow sales of electric vehicles. However, there may be a temporary increase in EV sales before the credit is ditched as buyers could rush in and get a deal while they can. Cox Automotive says 10% of new vehicles sold next year could be BEVs, and 25% of new vehicle sales will be electrified.

“The tariffs proposed by the incoming president might not be more than negotiation tactics, but if they were enacted they would likely affect the costs of nearly all goods and services — not just car prices,” Edmunds’ head of insights Jessica Caldwell said. “Consumers would have less disposable income and automakers would likely need to increase incentive spending just to move metal. Things could get interesting if automakers consider stop-gap solutions such as reviving used vehicle leasing or subscription services, or devising completely new models in order to offer vehicles at less cost to the consumer.”

If tariffs are enforced, the price gap between new and used cars is expected to grow, pushing more shoppers towards a used vehicle. This year, the average transaction price for used vehicles was $27,252, a 5.4% decrease compared to 2023.

When Russia invaded Ukraine in February 2022, it may not have foreseen the backlash from its actions. Restrictive sanctions were soon placed on the country, and many international companies operating in Russia shut down their operations. Most Western automakers quickly fled, causing new car sales to plummet. However, Russia is working on what it hopes will be a solution.

According to new reports, the government plans to invest up to $900 million into the development of a national car platform over the next three years. This new platform will be flexible enough to be used by a wide variety of vehicles, with a particular focus on hybrids and EVs.

More: Russia’s New Kama Atom EV Is A Weird-Looking SUV With Chinese Tech

The majority of the funding for the new platform comes from the Russian Parliament, while the project is being led by the Central Scientific Research Automobile and Automotive Engines Institute (NAMI). The name of that institute may ring a bell as NAMI already owns Aurus Motors, a premium Russian brand that has been building luxurious limos for President Putin for several years.

“By designing such a modular platform, we are laying the foundation for developing our own automotive production,” director of the Department of Strategic Development and Corporate Policy in the Ministry of Industry and Trade, Alexey Matushansky, said when recently announcing the project.

“It will be used for the assembly of cars of various classes from Golf (compact) class to business class. NAMI will play the leading role in implementation of this project, while its main task will be to unify the component base for this platform. The new platform will be also used for serial production of hybrid and especially electric vehicles in the future.” 

Russian state-operated nuclear energy corporation Rosatom will play an important role in making the platform a reality. Wards Auto reports the company is already working on two gigafactories to produce battery cells for the upcoming EV. It’s also said to be working on an integrated electric powertrain for the vehicle and will use composite materials in its construction to reduce weight.

Local car production in Russia has dropped dramatically since the Ukraine invasion. In 2021, approximately 1.34 million vehicles were built in the country, but this fell to 448,246 in 2022. While many legacy firms have left, numerous Chinese brands have landed in Russia and have started building new models in plants abandoned by Western automakers.

Malaysia’s Proton has just unveiled its first-ever EV, the e.MAS 7, an SUV that wants to stand out but doesn’t quite stick the landing. Beneath its Porsche styling cues and ambitious marketing, the e.MAS 7 is, at its core, a rebadged Geely Galaxy E5. It’s a straightforward exercise in badge engineering that doesn’t break new ground but does manage to look modern.

More: Huawei’s Maextro S800 Looks Like Someone Put A Maybach, A Rolls And A Porsche In The Blender

Let’s start with the basics. The Proton e.MAS 7 is a compact SUV that stretches 4,615 mm long (that’s 181.7 inches if you’re too cool for the metric system) and boasts a wheelbase of 2,750 mm (108.3 inches). If you’ve seen the Geely Galaxy, congratulations, you’ve already seen the e.MAS 7. The only visible differences are a Proton badge slapped onto the hood and the glaring absence of the Geely’s illuminated grille. Proton’s big EV debut is essentially the automotive equivalent of putting a new logo on a Word doc template and calling it “custom design.”

Porsche Vibes, but Make It Discount

The e.MAS 7and Galaxy twins borrow some pretty obvious Porsche styling cues. The full-width LED taillights? Yep, straight off a Cayenne. The greenhouse and surface sculpting? Also Cayenne-ish. The paint? Oh, you mean “Quartz Rose,” which just happens to look suspiciously like Porsche Macan EV’s Provence debut color? Totally a coincidence, we’re sure.

Proton also offers four other shades, including Platinum Silver, Turquoise Green, Slate Grey, and Lithium White, with an Indigo Blue interior, in case you’re into low-budget luxury cosplay.

Of course, the Geely Galaxy E5 and Proton e.MAS 7 aren’t the only Chinese-derived EVs borrowing heavily from Porsche’s design playbook. The taillights on the BYD Han sedan and Song L crossover look blatantly inspired by the Porsche Panamera and Cayenne Coupe, just like Geely’s own Galaxy E8 sedan.

Powertrain and Batteries

Back to Proton, the e.MAS 7 shares its underpinnings and specifications with its Geely twin. It rides on Geely’s Global Intelligent New Energy Architecture (GEA) and packs a single front-mounted electric motor producing 215 hp and 320 Nm of torque. It’ll hit 0-100 km/h (62 mph) in 6.9 seconds, which is decent, making it the quickest Proton yet, but still firmly in “That’s fine, I guess” territory.

There are two options for the battery pack with a capacity of 49.52 kWh or 60.22 kWh, allowing WLTP ranges of 345 km (214 miles) or 410 km (255 miles) respectively. As reported by Paultan, Proton claims that the battery retains a health status of 90.5% after 921 complete cycles, which is the equivalent of 400,000 km (~250,000 miles)

Here’s where Proton is banking on the e.MAS 7 standing out—its price tag. The EV starts at RM109,800 ($24,400) and tops out at RM123,800 ($27,500). That’s significantly cheaper than its main rival, the BYD Atto 3, which starts at RM149,800 ($33,259), and is currently the best-selling EV in Malaysia.

BMW’s M division has been experimenting with EVs for many years now, and as the development of its first electric vehicle continues, it has provided insight into one of the many prototypes that have played an instrumental role in making the Neue Klasse M3 a reality.

In 2018, BMW formed a team of engineers who have taken a first-generation M2 and turned it into an EV. The car, known internally as ‘The Beast,’ is “super powerful.” While we don’t know precisely how much power it has, Michael Sailer from the functional development team for BMW M driving dynamics, says it’s very hard to control as it doesn’t have the calmness of production-spec M models.

Read: BMW M Teases A Hot Neue Klasse M3 EV

Not to fear. The boss of BMW M, Frank Van Meel, says that it’s the company’s job to start with an uncontrollable beast early in the development stage and then to make it controllable. This is precisely what it did with the original E53 X5 Le Mans prototype. That insane SUV was fitted with the 700 hp V12 engine from the Le Mans-winning V12 LMR and served as a precursor to the BMW X5 M, one of the first high-performance SUVs to hit the market.

According to Van Meel, the all-electric M2 from BMW will also be tamed, influencing the electric M3.

BMW’s first all-electric M car is quickly taking shape and was shown under a colorful camouflage wrap earlier this month. It’s widely expected to have a quad-motor powertrain, with Van Meel saying this it’s good for as much as 1,341 hp (1,000 kW) or one Megawatt of power, although it’s unclear if the production model will be that powerful.

We know that BMW is developing its own in-house electric motors. These motors may be water and oil-cooled, and the first electric BMW M model should be able to hit 60 mph (96 km/h) in less than 3 seconds.

Donald Trump is due to return to the Oval Office next month, and his transition team is already planning numerous changes that will broadly impact the entire automotive industry. As we recently revealed, fuel efficiency standards could be rolled back significantly, EV incentives scrapped, and the federal government and U.S. military could be blocked from purchasing more EVs.

As it stands, the US government must purchase more EVs while replacing its old, gas-guzzling vehicles. Additionally, the government’s fleet of light-duty vehicles must all be zero-emissions cars by 2027. However, Trump is tipped to scrap this mandate. Additionally, he is expected to end Department of Defense (DOD) programs aimed at purchasing or developing electric military vehicles.

Read: GM’s New Tactical Truck Is What Happens When A Silverado ZR2 Goes Full Stealth-Mode

Several battery-electric or electrically-assisted military vehicles have been developed recently. For example, in mid-2023, GM Defense unveiled a Hummer EV-based military concept vehicle called the eMCV. It featured the same 212 kWh battery pack as the road-going Hummer but added a 12 kW diesel-powered generator to help charge the battery.

In October this year, GM Defense also launched its new ‘Next Gen’ tactical vehicle based on the Chevrolet Silverado 2500HD ZR2, fitted with a 2.8-liter turbo-diesel engine supplemented by a pair of electric motors. An electric version of GM’s nine-passenger Infantry Squad Vehicle is also being developed. The DOD also currently wants its entire fleet of non-tactical vehicles to transition to EVs by 2035.

Broad industry changes

Documents from the incoming Trump administration reveal a proposal to shift back to fuel economy standards from 2019. This could boost the average allowable emissions per vehicle mile by 25%. Trump is also said to have California in his crosshairs and may move to block the state from setting its own stricter vehicle emissions standards. If he does this, the 17 other states that use California’s standards may have to fall in line with the rest of the country.

Electric vehicles are also facing a shaky future. Trump is widely expected to eradicate the $7,500 EV tax credit, likely triggering a decrease in new EV sales across the country. Reuters also understands the administration wants to pull any leftover funds from Biden’s $7.5 billion pledge to establish a sweeping network of EV charging stations nationwide. Interestingly, Trump may scratch the environmental reviews required for things like charging stations, meaning it could be quicker for private companies to open new stations.

Honda is doubling down on its electrified future, and it’s starting to look interesting. Twelve months after providing us with a glimpse of its vision for the next generation of EVs, the Japanese automaker has confirmed plans to debut two new electric vehicle prototypes at the upcoming Consumer Electronics Show (CES) in Las Vegas.

Read: Honda’s 0 Series Next-Gen EVs Will Have Thin Batteries And Light Bodies

A teaser image gives us a sneak peek at these two prototypes. On the left sits a car that appears nearly identical to last year’s Saloon EV Concept, retaining its signature design elements like the intricate LED taillight, illuminated Honda script, and the diffuser-mounted slim brake light. However, Honda has labeled it a “prototype” rather than a concept this time, suggesting it’s an evolved version. We can’t tell from the shadowy image what’s changed, so we’ll have to wait for its CES debut to see how Honda has refined the design and engineering.

The SUV Grabs the Spotlight

Perhaps of more interest is the 0 Series prototype pictured next to it. This vehicle adopts the form of a boxy SUV and it looks like a big one too, perhaps similar in size to the Hyundai Ioniq 9 and Kia EV9. It appears to lack traditional wing mirrors, has a lengthy wheelbase, and an almost completely vertical rear window adorned with a wraparound LED light bar. Two extra lights are positioned towards the base of the rear bumper.

Last year, Honda provided a preview of the new vehicles that will form part of the 0 Series family. Set to launch in 2026 alongside the saloon are a mid-size SUV and an entry-level SUV. In 2027, these will be followed up by a three-row, large SUV, while a compact SUV has been scheduled for 2028 and a small-size SUV is in the works for 2029. By 2030, Honda will launch 7 vehicles in its 0 Series globally.

Tech Takes Center Stage

It’s not just these two concepts that Honda will bring along to CES. The Japanese brand will also introduce a new proprietary vehicle operating system to be used by its future EVs. New automated driving technologies are also on the agenda.

Honda’s new EVs are based around a “Thin, Light and Wise,” approach. The brand’s CES display will focus on the ‘Wise’ value and also provide a look at the System on Chip (SoC) underpinnings of the 0 Series models, as well as Honda’s future Software Defined Vehicles (SDV).

The Hemi is barely alive over at Stellantis and reports say that Carlos Tavares killed it. Whether or not that’s true, it’s clear that Dodge understands that buyers want a gas-only option. That is why the production of the gas-powered Charger is ahead of schedule. A new report says that even with all the various factors at work, the new Charger isn’t going to end up with a Hemi V8 anytime soon.

As a reminder, those who claim to be familiar with the matter say that now-former CEO Tavares axed the Hemi so that Dodge and Ram could be “greener.” However, he left the company earlier this month. Now, despite some less-than-spectacular reviews of the new Charger Daytona, at least one report indicates that it won’t get a V8.

More: Dodge Dealers Already Discounting New Charger Daytona EV Under MSRP

According to Jalopnik’s Andy Kalmowitz, engineers at Dodge say there are two main problems. First, the Hemi V8 won’t even fit under the hood of the new Charger. While I’m personally all for Dodge selling a Charger with a V8 literally sticking up out of the hood itself, that probably doesn’t meet safety standards.

Evidently, the engineers claim that shoehorning a V8 into the Charger would require moving the cradle and the firewall. That’s unlikely to happen simply based on the cost of re-engineering such pivotal parts. Dodge would have to run new crash tests too on top of everything.

In addition, the engineers claim that going back to the V8 would “fly in the face of what they were trying to accomplish with the car.” To be very clear, the goal was to build the next generation of muscle cars for the modern world. Did Dodge pull that off? The reviews are mixed and there’s still no indication of exactly how customers will adopt the car. In any case, a Stellantis spokesperson responded to the report with the following statement:

“Dodge is focused on launching the all-new, all-new electric Dodge Charger Daytona models, as well as the Dodge Charger SIXPACK ICE-option models coming next year. We have nothing additional to share in regard to potential future products.”

Granted, this neither confirms nor refutes the original report, although, given the engineering hurdles, it’s unlikely that the new Charger will be available with a V8 in the future. At least, for now, the Hemi lives on in cars like the Jeep Wrangler 392 and the Durango that we drove recently, as well as in heavy-duty Ram trucks. Nevertheless, if you insist on having it in a muscle car, there are still plenty V8 Chargers and Challengers sitting at dealers’ lots.

The Dodge Charger Daytona isn’t the only EV getting discounted ahead of launch as Jeep dealers are in a similar boat. They’re gearing up to release the performance-focused Wagoneer S, which starts at $70,200 before a $1,795 destination charge.

That’s an astronomical price tag and we’ve previously noted the 2024 Ford Mustang Mach-E GT starts at $54,995 and has a $1,995 destination fee. Despite being significantly cheaper, the electric pony car can be equipped with a $995 performance upgrade that makes it faster than its rival.

More: New Jeep Wagoneer S Packs A 600 HP Punch For $72k

While the models target different consumers, the Jeep looks like a tough sell. Some dealers appear to be acknowledging that as they’re already offering discounts on the EV.

Performance Chrysler Jeep Dodge Ram of Delaware, Ohio is advertising two Wagoneer S Launch Editions with a $1,000 discount. This lowers their price tag to $70,995 and $71,590.

Over in Minnesota, Bloomington Chrysler Jeep Dodge Ram has a $3,000 discount on their Launch Editions. This means they have prices between $68,995 and $69,590.

This is the exact opposite of what you’d expect at launch and the discounts could hint at lackluster demand. Of course, there are only a few examples listed at this point so it’s hard to draw any definitive conclusions.

However, this appears to be a trend at Stellantis as a handful of Dodge dealers are already discounting the Charger Daytona. As we reported last week, one dealer was offering their car for $3,713 under MSRP.

While the situation could change when dealers take delivery, the Wagoneer S is based on the STLA Large platform and features a 100.5 kWh battery pack. It feeds a dual-motor all-wheel drive system developing 600 hp (447 kW / 608 PS) and 617 lb-ft (836 Nm) of torque. This enables the model to accelerate from 0-60 mph (0-96 km/h) in 3.4 seconds, before hitting a top speed of 124 mph (200 km/h).

It’s also worth noting the EPA has quietly released ratings for the Wagoneer S. With Falken tires, the crossover has 303 miles (488 km) of range. That drops to 270 miles (435 km) with Pirelli tires, which will apparently be optional in the future. That’s a significant difference and it’s likely a case of performance rubber versus low-rolling resistance tires.

Chinese electric carmaker Jiyue is on the brink of collapse despite being backed by technology giant Baidu and automotive conglomerate Geely, and it’ll take a miracle to avoid the fate of so many other failed Chinese automakers in recent years.

Jiyue was initially formed through a joint venture between Baidu and Geely, with Baidu owning 55% and Geely owning 45%. However, the company was later restructured, providing Geely with a 65% ownership stake and leaving 35% with Baidu. It launched its first model – the Jiyue 01 – last year as a stylish competitor to the Tesla Model Y. It was followed up by the gorgeous Jiyue 07 sedan, which quickly picked up a Red Dot design award after its launch.

Read: New Jiyue 07 Blazes Into EV Scene With Gorgeous Fastback Looks

However, sales have been slow, and this year, Jiyue has managed to shift just 13,834 vehicles across the country. It’s also experiencing severe financial difficulties, and according to Chinese media, chief financial officer Liu Jining and his family may have fled to Singapore, taking with him the company’s books. It’s also believed Baidu has discovered a financial hole of up to 7 billion yuan (~$962 million) that was unaccounted for and opted against investing an additional $412 million in the company.

CarNewsChina adds that chief executive Xia Yiping may have significantly overpaid suppliers. Approximately 70% of all parts used by Jiyue come from Geely, and as of February, it owed more than $200 million to its parent company for these parts.

In a statement issued last week, Jiyue said it would ditch projects that don’t improve its financial position. It also fired several departments, delayed salaries for December, and suspended social security payments to employees in November. Baidu and Geely quickly responded to the uncertainty, saying they would help Jiyue make payments for social security contributions, fund after-sales servicing for existing customers, and compensate workers who’ve lost their jobs.

A restructuring plan has been presented to shareholders, but it remains unclear if it will save the company. If Jiyue does go bust, it will follow Human Horizons as the latest Chinese car startup unable to survive increasingly fierce competition across the local market.

In a decision that probably won’t shock anyone following the EV market, Stellantis has delayed the launch of its all-electric Ram 1500 REV yet again, this time pushing it all the way back to 2026. Why? They’re blaming “slowing industry demand” for electric trucks, which is a polite way of saying customers aren’t exactly lining up to trade their gas-guzzling trucks for battery-powered workhorses.

But don’t worry, Stellantis has a Plan B: the Ram 1500 Ramcharger, a range-extender version of the truck now scheduled to arrive in 2025 to help bridge the gap.

More: Ex-CEO Tavares Personally Killed The Hemi V8, Stellantis Insiders Reveal

Unveiled in early 2023, the Ram 1500 REV was initially promised for a late 2024 market launch as the brand’s first electric offering. However, Stellantis recently pushed the rollout to early 2025, with former CEO Carlos Tavares insisting they didn’t want to rush such an important model. Now, the company has pushed the Ford F-150 Lightning and Tesla Cybertruck rival all the way to 2026, revealing the real reason behind their hesitation.

Consumer Preferences Drive Decision

According to Stellantis, the decision to prioritize the range-extender version over the EV was driven by “overwhelming consumer interest,” the need to “maintain a competitive advantage in the technology,” and “slowing industry demand for half-ton BEV pickups.” In simpler terms, customers seem to favor the Ramcharger’s extended range, which also makes it less dependent on the still-developing charging infrastructure.

The Ramcharger runs on a 3.6-liter V6 engine that acts as a generator for the 92 kWh battery pack, offering a range of 690 miles (1,110 km), compared to the 500 miles (805 km) offered by the all-electric version. It’s also packing a bit more punch, delivering 663 hp (494 kW / 672 PS), slightly edging out the 1500 REV’s 654 hp (448 kW / 663 PS), though we doubt anyone would notice the difference.

Production of the Ram 1500 will “primarily” take place at the Sterling Heights Assembly Plant in Michigan, covering both the electrified and traditional ICE versions.

Leadership Shake-Up

This shift in strategy coincides with a change in leadership for the Ram brand. Tim Kuniskis, a 32-year company veteran known for breathing life into Dodge with the Hellcat lineup, has returned to his post as CEO of Ram after retiring in June from his role overseeing both Ram and Dodge. He replaces Chris Feuell, following the fallout from Carlos Tavares’ resignation as Stellantis CEO. Kuniskis steps into his new position at a crucial moment for Stellantis, as the company works to balance its electrification ambitions with the realities of current market demand.

Update 12/19: New photos of the camouflaged prototype have surfaced online, showcasing its muscular stance, haphazard camouflage, and unfinished bodywork from various angles. Check them out below.

Remember when Chinese automakers were known for making knockoff versions of Western cars with all the structural integrity of a soda can? Well, those days are officially dead. BYD, the company that’s already entered the world of supercars with the YangWang U9 capable of jumping (literally) and doing zero-to-sixty in sub-two seconds has now decided to give the world one more reason to side-eye Stuttgart: a Denza-branded electric sports car rumored to launch in 2025.

More: 2026 BYD Dolphin EV Breaks Cover With A Prettier Face And A New Powertrain Option

The teaser comes in the form of a camouflaged prototype that was spotted in China on a flatbed truck. The blurry Weibo snapshot shows a coupe with classic sports car proportions but missing vital bits like the headlights and rear bumper, which either weren’t ready or BYD decided to keep them a surprise. Think of it as a sneak peek at your dream car before it puts its pants on.

A BYD Sports Car? Blame Wolfgang Egger

Now, if you’re wondering who’s responsible for BYD’s glow-up from “budget EVs” to “supercar contender,” point your finger squarely at Wolfgang Egger. This is the guy who’s worked at Audi, Lamborghini, Alfa Romeo, and basically every design studio with a leather couch and espresso machine.

Egger reportedly put his stamp on the concept car that inspired this prototype: the Fang Cheng Bao Super 9, a two-door coupe unveiled in April 2024. Think of it as the sports car you’d design if you had a portfolio full of Italian exotics and a mandate to beat Tesla. And yes, BYD seriously needs to rethink its naming strategy, as “Fang Cheng Bao Super 9” sounds less like a sports car and more like the combo platter you regret ordering at 3 am.

Of course, BYD isn’t stopping at just one version. Rumor has it a roadster variant is also on the way, that’ll look more similar to the speedster concept.

BYD didn’t reveal much in the way of technical details during the concept’s presentation, aside from confirming its fully electric nature. However, Car News China speculates that the production version could borrow the tri-motor powertrain from the Denza Z9. With a combined output of 952 hp (710 kW / 965 PS), this setup promises some seriously impressive performance.

Europe, You’re Next

What makes things more interesting is that the Denza-badged sports car won’t be exclusively available in China, as it could also be offered in Europe. Denza will make its debut in the Old Continent with the Z9 GT in 2025, and the electric sports car sounds like a great option for expanding its lineup.

The EV is expected to debut at the 2025 Shanghai Auto Show in April, exactly one year after the concept. As reported by local media Autohome, pricing could start from around ¥300,000 (equal to around $41,200) in China, making it significantly more affordable than any variant of the Porsche 911 despite offering high levels of performance.

Photos: Weibo

Starting in the new year, the European Union will drastically tighten its regulations on automotive carbon dioxide emissions. From January 1, 2025, the EU will enforce a much stricter cap, requiring the average CO2 emissions per kilometer for each new car sold by a manufacturer to not exceed 93.6 grams. This represents a 19% reduction from the current year’s target.

According to consultancy firm Dataforce, under the new emissions measurement system, the 2024 target would equate to 116 g/km using the previous system of calculation.

Read: Europe Is About To Find Out If EV Sales Can Survive As More Governments Slash Subsidies

While the regulation doesn’t prescribe specific methods to achieve this reduction, it effectively forces major car manufacturers to ensure that at least 20% of their sales come from zero-emission electric vehicles. This marks a significant increase from the current average of 13% of all cars sold in the region, according to data from the industry association ACEA. As Reuters reports, manufacturers that fail to meet these targets will face hefty fines.

Automakers Shift Pricing Strategy

In response, automakers have started increasing the prices of their gasoline and diesel vehicles to reduce demand for internal combustion engine models and make EVs more appealing.

“Carmakers have started with their pricing strategy to steer demand towards battery EVs in order to reach the CO2 targets and avoid potential fines,” Beatrix Keim of the Center for Automotive Research told Reuters.

Companies such as Stellantis, VW, and Renault have already increased the prices of ICE models by hundreds of euros in recent months. For instance, all Peugeot models sold in France—except EVs—saw price hikes of up to €500 ($525) last month. According to S&P Global auto analyst Denis Schemoul, these adjustments could also help fund future discounts for EVs.

Affordable EVs On the Horizon

Over the next year, Europe will see the launch of several new and more affordable EV models. These include the Hyundai Inster, Fiat Grande Panda, BYD Seagull, Cupra Raval, Renault R5, Skoda Epiq, and VW ID.2. Other EVs priced below €25,000 (about $26,200 at current exchange rates) are also in development, such as the Renault Twingo, Kia EV2, and VW ID.1.

Mounting Criticism From Automakers

Not everyone is on board with the EU’s tightening regulations. At the Paris Auto Show in October, Luc Chatel, president of the French car lobby PFA, slammed Brussels for what he described as unrealistic emissions targets.

“At some point, enough is enough,” Chatel said. “I can’t sell enough electric vehicles and I’m going to be penalized on my thermal vehicles. What do they want me to make, horse-drawn carriages?”

This year, just 13% of all vehicles sold across the EU have been electric, and many politicians are pushing the region to relax its targets for 2025. If the sector fails to meet its CO2 obligations, fines could soar as high as €15 billion ($15.7 billion). Some automakers have found alternative strategies to avoid fines, such as pooling emissions with other brands. For example, Suzuki will pool emissions with Volvo in 2025, eliminating the risk of penalties.

Despite these efforts, skepticism remains. A source close to one of Europe’s major automakers told Reuters that simply raising ICE prices may not be enough to drive sufficient EV sales, citing weak growth in the EV segment. As the market faces both political and economic pressures, 2025 could be a turning point for the region’s auto industry.