Scout’s Traveler Pacific Mist concept hints at the future.
It could foreshadow new packages or even a special edition.
Model swaps spare tire for a new rear carrier “backpack.”
Scout has offered a closer look at the Traveler Pacific Mist concept, a subtly revised study that originally made its debut at last year’s Los Angeles Auto Show.
Billed as a “re-theme,” the concept features a unique Pacific Mist paint job that was created in-house. The multi-layer, three-stage finish appears to shift colors depending on lighting conditions. As Scout explained, the Traveler looks silver on overcast days but transitions to blue when the sun comes out.
The color draws inspiration from California’s coast and Scout’s Director of Color, Materials, and Finish Design, Aileen Barraza, said it echoes the “mist that rises when waves crash into the Pacific Coast cliffs.”
Elsewhere, the concept has unique 22-inch wheels with a black finish as well as 35-inch BFGoodrich T/A KO3 all-terrain tires. They’re joined by black door handles and a contrasting black roof.
Designers also gave the concept a roof rack as well as a new rear carrier, which replaces the traditional spare tire. It’s billed as a “backpack” that features two compartments, which can be used for wet or dry storage. It’s an interesting accessory and Scout hinted it could be going into production as they said “All of these upgrades are a sneak peek at the road ahead.”
Moving inside, we can see a stylish interior with brown leather seats and denim-inspired accents. They’re joined by a two-tone steering wheel, metallic accents, and a retractable Cabana Top.
While the concept feels familiar, Scout said it “previews what future packages could look like – distinct palettes, trim sets, gear systems, and accessories built around specific use cases.” In effect, it hints at what a possible special edition could look like in the future.
Scout didn’t mention performance specifications, but we can see it features a Harvester range extended powertrain. This adds an engine into the mix, giving the SUV an overall range in excess of 500 miles (805 km).
Porsche is slashing costs after pulling back on EV expansion.
Delays and rising costs have plagued both electric sports models.
EV-only plan scrapped as ICE options return to the 718 lineup
Porsche has spent years developing its all-electric 718 Boxster and Cayman models, recently retiring the outgoing ICE generation to clear the stage for the EV duo. But despite that long runway, a new report suggests the company may pull the plug on both models before they ever reach showrooms.
Michael Leiters, the former CEO of McLaren, stepped into his new role as Porsche’s chief executive on January 1. And according to unnamed sources cited in a new report, one of his first major decisions could be to scrap the electric 718s entirely, due to mounting development costs and repeated delays.
Porsche is under pressure to rein in spending after pulling back from its earlier electric-only strategy, compounded by a sharp 26 percent drop in Chinese sales in 2025. Bloomberg reports that the brand is now weighing the addition of a plug-in hybrid variant to its lineup, a move that would require fresh architecture and substantial financial outlay.
These changes could cause further delays for the next-gen 718 models, and if they do eventually launch, they might already feel outdated by the time they reach the market.
Leiters has inherited a long to-do list from his predecessor Oliver Blume, who served as Porsche CEO for the past ten years. The brand’s EV pullback reportedly wiped out €1.8 billion ($2.1 billion) in operating profit last year. Meanwhile, new tariffs in the United States have added more friction, and Porsche’s recent market struggles led to its removal from Germany’s benchmark DAX index.
Carscoops contacted Porsche for comment. A company representative said Porsche was declining to comment on the “speculation”.
Changing Plans
Baldauf
The electric 718 Cayman and Boxster have already faced several delays. In early 2025, Blume revealed that Porsche was having trouble sourcing the high-performance battery cells it needed for the two models, in part due to Swedish battery manufacturer Northvolt filing for bankruptcy. Sales of the two models were due to start this year, but this now appears increasingly unlikely.
Clearly realizing that it couldn’t put all of its eggs in one basket, Porsche announced last September that flagship versions of the next-gen 718 would be updated to include internal combustion engines, likely including replacements for the Cayman GT4 and GT4 RS, as well as the 718 Spyder RS.
Just a few months later, it was revealed that combustion options could also be made available across a larger proportion of the 718 model line, not just the pricey flagships.
A rumored Ford-Xiaomi EV deal quickly drew national attention.
Both companies denied plans for any US-based collaboration.
Lawmakers quickly criticized idea despite both sides denying.
The global EV race has reached a point where even rumors can travel fast and land hard, and this week provided a clear example. Xiaomi and Ford have both denied a report that they are in talks to jointly manufacture new electric vehicles in the United States, pushing back against a surprise claim that the two companies were exploring a shared path forward.
The story, published over the weekend by The Financial Times and attributed to four people familiar with the matter, alleged that Ford had held discussions with Xiaomi about forming a joint venture to build future EVs on American soil. It also claimed Ford has spoken with other Chinese automakers about possible US-based collaborations, including BYD.
Adding weight to the speculation, Ford chief executive Jim Farley has been openly complimentary about Chinese EVs in recent years, with particular praise reserved for the Xiaomi SU7. His remarks, along with his personal use of the car, have fueled curiosity about how closely Detroit is watching developments in China’s EV market.
Both Sides Say No
However, shortly after the report was published, Ford pushed back, stating, “This story is completely false,” and adding, “There is no truth to it.” Xiaomi also denied any plans to collaborate with Ford on building EVs in the US.
“Reports that Xiaomi is discussing a joint venture with Ford Motor Co are false. Xiaomi does not sell its products and services in the United States and is not negotiating to do so,” the Chinese company said.
Would the U.S. Even Allow It?
Even the idea of such a deal is politically volatile. Any partnership between an American automaker and a Chinese firm would likely face immediate scrutiny in Washington.
Speaking to the Financial Times, Representative John Moolenaar, the Republican chair of the House China committee, said a Ford-Xiaomi deal would amount to “turning its back on American and allied partners, and it will make our country further dependent on China.”
Current federal policy makes the prospect even more unlikely. The Biden administration recently finalized rules that effectively block Chinese EVs from entering the U.S. market, citing national security risks.
Surprisingly, President Donald Trump has taken a more nuanced stance. While still critical of China on trade, he has said he’d support Chinese companies building factories in the U.S. and employing American workers.
“If they want to come in and build a plant and hire you and hire your friends and your neighbors, that’s great, I love that,” Trump said. “Let China come in.”
China will ban concealed EV door handles starting in 2027.
New rules require mechanical releases inside and out.
Gas cars with similar handles remain exempt for now.
It’s official. China has banned electronic door handles on electric vehicles. First popularized by theTesla Model S, these sleek designs have since spread far and wide across the industry. But their safety has come under scrutiny following several high-profile fatal accidents, including incidents where children were reportedly trapped inside.
Starting in 2027, manufacturers will be required to install mechanical door handles both inside and outside electric vehicles sold in China.
The regulation takes effect on January 1, 2027, though models already approved and nearing launch will be given until January 2029 to comply. The decision follows a string of high-profile and fatal crashes in which power failures were suspected to have prevented doors from opening.
What Sparked the Change?
Most notably, two fiery Xiaomi EV crashes drew widespread attention after reports suggested occupants and rescuers were unable to open the vehicles’ electronically operated doors in time. Safety officials in China responded with a sweeping review of design standards for emergency access.
According to Bloomberg, China’s new rules are unusually specific. Exterior handles must provide a recessed handhold measuring at least 60 mm by 20 mm (2.36 inches by 0.79 inches), ensuring rescuers can physically grasp and pull them even after a crash. Inside the cabin, manufacturers must clearly label door releases with visible signage showing how to open the door in an emergency.
Interior signage must be at least 1 cm by 0.7 cm (approximately 0.39 inches by 0.28 inches), and both the interior and exterior door handles must be installed in clearly defined positions. Under the updated guidelines, automakers can no longer rely solely on electronically powered systems, even those supplemented by backup batteries or mechanical pull cables.
How Many Cars Are Affected?
That’s a major shift. Roughly 60 percent of China’s top 100 best-selling new-energy vehicles reportedly used concealed door handles as recently as April, particularly on higher-margin luxury models. The list of affected cars includes Tesla’s Model 3 and Model Y, BMW’s upcoming China-spec iX3, and offerings from Nio, Li Auto, Xpeng, and Xiaomi.
Some automakers have already seen the writing on the wall. Recent models from Geely and BYD have quietly reverted to traditional exposed handles. Tesla’s design head commented months ago, when the Chinese ban was first suggested, that the brand was already working on a solution.
Even so, the redesign process could be steep. A source with knowledge of EV development in China told Bloomberg that adapting existing door systems to meet the new standards might cost upwards of 100 million yuan per model, or about $14.4 million.
One Market’s Rule, Everyone’s Problem
That helps to underscore just what a big deal this ban actually is. While Americans might not ever get their hands on a BYD or a Geely, they’re certainly familiar with Tesla. By requiring EVs to have these door handles, it’ll likely reshape the way automakers design handles worldwide.
To avoid producing separate hardware for different regions, automakers will most likely simply shift to a unified, regulation-friendly handle design across all markets. Standardizing the approach could cut costs and streamline development.
Why Only EVs?
Hilariously, there appears to be one big caveat in this whole situation. The ban in China doesn’t affect cars that aren’t electric. In other words, what the state sees as dangerous door handles can continue on other vehicles that also need a battery to operate.
That’s notable because most EVs use a 12v battery to operate their electric door latches and handles. Put another way, they’re not really any different, in terms of basic function, from a gas-powered car. Despite that, gas-powered vehicles can continue to have these “dangerous” handles under the new law.
Stephen Rivers for Carscoops
Some already use similar systems. The Infiniti QX80, for example, features pop-out door handles that depend on electrical power to present themselves. If the battery were dead or damaged in a serious crash, those handles could theoretically fail in much the same way as the EV designs China is now banning.
The Beginning of the End for Hidden Handles?
Still, the precedent matters. By drawing a hard line on power-only door access, China may end up stopping this design trend from spreading further across the industry. And if regulators in Europe or the U.S. follow suit, the rulebook could eventually expand to cover all passenger vehicles, regardless of what’s under the hood.
In fact, early signs suggest that may already be happening. Tesla is currently facing a formal investigation into its door systems in the United States, and European regulators have begun exploring restrictions of their own.
The Land Aircraft Carrier van includes a working eVTOL drone.
Xpeng will produce up to 10,000 units per year in Guangzhou.
The van runs an 800V EV platform with a range-extender setup.
If you thought Lexus’ six-wheeled minivan concept was a wild one, a radical reimagining floated as a possible LS flagship replacement, wait until you see what Xpeng has been working on.
The Chinese tech company has developed a six-wheel minivan of its own, only this one takes things even further. Packed in the back is a fully functional eVTOL aircraft. And while Lexus is still firmly in the daydreaming phase, Xpeng is already preparing for customer deliveries later this year.
The six-wheeler, originally known as the AeroHT and now branded the Land Aircraft Carrier, is coming to market via Xpeng’s newly formed Aridge division, which focuses on aerial vehicles.
From a distance, it might pass for a modified cargo van with oversized ambitions, but this machine has a very specific purpose: it’s been built to transport and house one of Xpeng’s electric vertical take-off and landing aircraft.
Ready for Takeoff
Xpeng is manufacturing both the Land Aircraft Carrier and its matching eVTOL at a dedicated facility in Guangzhou. Production will start with 5,000 units per year, with plans to double that to 10,000. To keep the build process simple, Xpeng will offer only three exterior paint choices: Stellar Silver, Moonrock Gray, and Supernova White.
How Much Does It Cost?
The entire package, van and aircraft included, will start at around 2 million yuan, or approximately $287,000 at current exchange rates. The van itself stretches about 5.5 meters (18 feet) in length, spans 2 meters (6.6 feet) in width, and stands 2 meters tall. It’s sizable, but not unwieldy, especially considering it’s designed to carry an entire flying vehicle in its cargo area.
Technical specs on the van’s powertrain are still relatively sparse. What we do know is that it will run on an 800-volt electrical system and feature a range-extender EV setup. The company is targeting a driving range of more than 620 miles (1,000 kilometers).
In a clever bit of design integration, the van’s trunk will also serve as a charging station for the onboard aircraft.
Crash Raises Safety Concerns
Speaking of the aircraft itself, it’s made largely from carbon fiber and has six rotors. Although the eVTOL has received local airworthiness certification, a pair of prototypes collided with each other during a rehearsal flight at an airshow last September.
One of the aircraft crashed and burst into flames after the impact, but fortunately, no one was killed in the crash. However, the accident may erode some of the confidence those with an order have.
Audi admits renaming A4 to A5 confused both customers and dealers.
Brand plans return to simpler naming based on car size not engine type.
Electric A4 e-tron sedan is due later this with Concept C styling cues.
A couple of years ago, Audi cooked up a grand plan where gas and diesel cars would wear odd numbers and EVs would get even ones. But the automaker now admits that wasn’t such a genius moment after all, and hints that the classic A4 badge could be heading back from exile to a combustion car soon.
The odd vs even number strategy sounds tidy on a whiteboard, but in real life, it meant the long-running A4 sedan and wagon suddenly became A5 models, a name previously used for coupes and Sportbacks. That shift confused care buyers and frustrated the salespeople who had to deal with them.
Audi CEO Gernot Döllner has now openly called the move, rubber-stamped by his predecessor, a mistake. Speaking to Australia’s Drive at the Munich motor show, he said the brand will return to its traditional system where “A is for flat-floor cars, Q is for SUVs, and then the number describes the size of the car or the segment of the car.”
A4 Facelift and Namelift
Audi U-turned after turning the A4 into an A5, but in time to prevent the A6 from making the same switch. And now Döllner says that rebranding the ICE A5 as an A4 is “thinkable.” That strongly hints the current combustion-powered A5 (seen below) could wear A4 badges when it gets its mid-life update, probably in the next couple of years.
Electric A4 On the Horizon
But while the gas-powered car may revert to A4, Audi is also planning a fully electric A4 e-tron for the 2028 model year, seen below in our artist’s impression. As we’ve reported before, that car is expected to ride on the new Scalable Systems Platform and take design cues from the dramatic Concept C show car.
So in a few years, you could have an A4 with a combustion engine and an A4 that plugs in, a strategy that will be mirrored at BMW and Mercedes with the 3-Series and C-Class. BMW has it slightly easier on the naming front, since it plans to use the i3 badge for the EV, though that comes with its own complications, given the name was already used for an electric hatchback not too long ago.
This isn’t the first time Audi has fessed to making a badging boo-boo. A few years back, it abandoned its traditional engine size-based model names for ones like ’35’ and ’55’ that buyers also found confusing, but it has now backtracked on that decision.
Chinese car cameras and sensors spark security fears.
Poland may join others banning them from military areas.
Ban could cover any car using Chinese sensors or tech.
Concerns over data security are prompting fresh scrutiny of Chinese-made electric vehicles in Europe, and Poland appears to be the latest country preparing to act. Officials there are looking to prohibit these cars from entering sensitive military areas, citing fears they could be used for surveillance.
The move would follow the UK’s recent decision to restrict Chinese EVs from military zones, part of a wider effort to prevent potential access to sensitive information gathered by modern automotive tech like cameras, radars and sensors that are now common on new cars.
Are Vehicles Becoming Spy Tools?
Cars from China, particularly EVs, are becoming an increasingly common sight on European roads, including in Poland. A recent study in the country referred to these vehicles as ‘Smartphones on Wheels,’ noting that onboard technologies enable environmental scanning and can capture sensitive geolocation data, among other capabilities, which can pose a serious safety risk.
“Smart cars have enormous data collection capabilities through high-resolution cameras, sensors, and LiDAR systems, which use active 3D mapping technology,” said Paulina Uznańska, author of the study, in comments reported by the Polish news agency PAP. “This creates a very high potential for the use of such vehicles for intelligence analysis purposes.”
Responding to the findings, General Wiesław Kukuła, Chief of the General Staff of the Polish Army, is expected to issue a formal directive soon that would ban Chinese-made vehicles from all military installations across the country. This would also include adjacent parking areas.
The Ministry of National Defense confirmed to national news agency PAP that it is currently drafting a policy to that effect.
Security Policy Tightens
UK lawmakers noted last year that the Chinese government holds legal rights to access data collected by the cameras, sensors, and radar systems in vehicles built with Chinese technology.
Following a similar approach, Poland’s ban is expected to apply not only to models from brands like BYD, MG, Nio, Xpeng, and Aiways, but also to any vehicles equipped with Chinese-made software or sensor components.
Beyond military installations, there is speculation that similar measures could reach other sectors. One industry expert has floated the possibility of extending the restrictions to key infrastructure hubs like airports. That said, such a policy would have to be carefully structured to comply with European competition laws and avoid regulatory backlash
Jaguar’s four door electric GT packs over 986 hp and three motors.
Engineers tune ride comfort and handling in brutal Arctic testing.
About 400 miles EPA range expected when cars arrive in spring 2027.
Jaguar’s dramatic electric rebirth is not just about pastel concept cars and moody teaser shots. Prototypes of the upcoming four door GT are out on frozen lakes in Sweden, being hurled sideways in temperatures that would make most EVs want to stay plugged in.
The GT, or whatever Jaguar decides to call it when it debuts later this year, is the production follow up to the Type 00 concept, and Jaguar says it will be the most powerful road car it has ever built.
With more than 986 hp (1,000 PS) on tap, it has far more power than you could used on a frozen lake, but the Arctic Circle is the perfect place to test out the limit-behaviour of the all-wheel drive chassis.
Jaguar released some high quality images of the four-door sedan testing, but not much in the way of meaningful technical info to advance the story, beyond mentioning that its clever thermal management system can reduce heating energy consumption by up to 40 percent.
We already knew about the total power output and torque vectoring capability, and the confirmation of twin-valve active dampers and air suspension isn’t much of a surprise.
Tri-motor Setup
But a report by Autocar, which got to hang out with the test team in Sweden, fills in some of the blanks, including breaking down the tri-motor setup. Up front is a roughly 350 hp (355 PS / 261 kW) unit, mainly used for efficiency at cruising speeds. At the rear sit two much angrier motors that together deliver around 950 hp (963 PS / 708 kW).
Combined output is at least 986 hp (1,000 PS / 735 kW), along with a walloping 959 lb ft (1,300 Nm) of torque. And that rumored hybrid conversion JLR is working on? Not true and not happening, the company claims.
Instead of one giant skateboard pack, the 5,200 mm (205 inches) Jag uses multiple battery stacks, including a smaller pack near the front and several larger ones further back.
That setup allows the cabin floor and seats to sit lower, giving the car a sports car like driving position, an impressively low centre of gravity, and keeps the roof height to 1,400 mm (55 inches).
Up to 400 Miles Between Fills
Range is expected to be around 400 miles (644 km) on the US EPA cycle, or about 430 miles (692 km) WLTP, from a battery of roughly 120 kWh. That should make it a genuine long legged GT, the kind of thing Jaguar has historically been good at building, even if this car – at a starting price of £120,000 (about $160,000) – will be twice as expensive as many recent Jaguars.
Production Reveal Coming This Summer
In terms of timing, Jag says we will see the finished production car revealed later this summer. Order books are expected to open in the autumn, with first customer deliveries planned for spring next year.
That’s still a long way off and some dealers are already feeling unsure about the whole EV direction, but the GT and the SUV that comes later, could be worth the wait.
Toyota and Daihatsu launch electric kei vans in Japan.
Powertrain delivers 63 hp and up to 160 miles of range.
Prices are nearly triple those of gasoline equivalents.
After years of delays and development setbacks, Japan’s long-awaited electric kei vans from Toyota, Daihatsu, and Suzuki have officially made the leap from concept to production.
The three brands have confirmed the market launch of their collaborative battery-powered van lineup: the Toyota Pixis Van BEV, the Daihatsu e-Hijet Cargo, and the Daihatsu e-Atrai RS. Suzuki’s equivalent, the nearly identical e-Every, is also on the way. These production models arrive almost three years after the original trio debuted in prototype form back in 2023.
On the outside, these new zero-emission vans mirror their combustion-engine siblings, which have been on sale since 2021. The main visual clue is the addition of a charging port on the front bumper.
Between the Toyota and Daihatsu versions, the only visible difference lies in the badges. The e-Atrai RS, Daihatsu’s more passenger-friendly variant, is sold exclusively in a single RS trim. It features black steel wheels, color-matched accents, chrome detailing, and power sliding doors on both sides.
Inside, the highlight is the new shifter, sourced from other Toyota models such as the Prius. Equipment includes heated front seats and auto A/C for greater efficiency, a USB port, an AC 100V outlet for powering external devices, and an enhanced preventing safety system called Smart Assist.
Practicality remains central, with an overhead compartment and smart storage solutions integrated throughout the cabin. More importantly, the move to electric power leaves both the cargo space and the 350 kg (772 lb) maximum load capacity untouched.
Fully Electric Powertrain
The kei vans are identical under the skin, riding on the Daihatsu New Global Architecture (DNGA) platform with a new powertrain developed jointly by Suzuki, Daihatsu and Toyota.
A single rear-mounted electric motor (e-axle) produces 63 hp (47 kW / 64 PS) and 126 Nm (93 lb-ft) of torque. That matches the output of the turbocharged 660cc three-cylinder gasoline engine, with an added 35 Nm (26 lb-ft) of torque.
The floor-mounted lithium-ion battery pack has a capacity of 36.6 kWh, allowing a WLTC range of 160 miles (257 km) between charges. This is 36 miles (57 km) more than the targeted figure during development, and should be enough for urban deliveries. It is also slightly better than the 152 mile (245 km) range of the Honda N-Van e: which is their main competitor.
A full charge is completed in around 6 hours from a standard 6 kW outlet, while a 50 kW fast charger will take it to 80% in 50 minutes. Finally, the EVs are compatible with Vehicle-to-Home (V2H) technology.
Engineers have also applied BEV-specific structural reinforcements to the chassis, promising better handling thanks to the lower center of gravity, and improved ride comfort thanks to the new trailing-link rigid-axle rear suspension and the optimised spring rates.
A Premium for Zero Emissions
The jump to electric doesn’t come cheap. Both the Toyota Pixis Van BEV and Daihatsu e-Hijet Cargo start at ¥3,146,000 (about $20,300 at current exchange rates) in Japan, nearly three times the cost of their entry-level gasoline counterparts, which begin at ¥1,100,000 (roughly $7,100). The Daihatsu e-Atrai RS comes in higher still, starting from ¥3,465,000 ($22,400).
Production will take place at Daihatsu’s plant in Nakatsu, Japan. Toyota is targeting 50 sales per month, while Daihatsu expects to move around 300 units monthly.
Carl Benz patented his three wheeled motor car in January 1886.
Modern cars are faster, safer, and easier to drive than today.
Autonomous tech may mark the biggest shift in car history so far.
The story of the automobile is never just about a single moment, even when a neat anniversary tempts us to frame it that way. Mercedes is marking 140 years since Carl Benz first putt-putted down the road in his Patent-Motorwagen, often described by the brand as the “world’s first automobile”.
That claim, however, has long been debated in enthusiast circles, including at The Autopian, where Jason Torchinsky recently revisited the subject in detail. Even Mercedes itself acknowledges the history is more nuanced.
The Origins Are Messier Than You Think
On its own website, the company concedes that the automobile did not simply appear in 1886. It recognizes that numerous forerunners existed well before Carl Benz. These range from steam-powered road vehicles to earlier experimental self-moving machines, including Frenchman Nicolas Joseph Cugnot’s three wheeled steam cart from 1769, or possibly 1770, depending on who you ask.
Innovation In Retrospect
Looking at Mercedes’ car no. 1 now, with its huge, spindly wheels, puts that layered history into perspective. It is a vivid reminder of how far the automobile has evolved since Benz’s first outing in 1886, but it also invites a more fundamental question.
With so many ideas, inventions, and refinements accumulating across more than a century of experimentation, which single innovation truly transformed driving the most?
Early breakthroughs were about simply making cars usable. Four wheels brought stability. Steering wheels replaced awkward tillers. Then came the electric starter, which saved drivers from wrestling engines by hand and occasionally breaking bones, transmissions with synchromesh or fully automatic operation. Suddenly cars weren’t just for the brave and mechanically gifted, but for everyone.
Design took its own leap forward as cars stopped looking like horse carriages and started slicing through air. Windshields, enclosed bodies and integrated fenders all radically changed how automobiles looked, even before wind tunnels started to have a major say in the styling process.
And let’s not forget power and speed. That first car in 1886 had less than 1 hp (1 PS) and was all out of puff at 10 mph (16 kmh). Today, even the most ordinary subcompact makes 100 times as much grunt and is 10 times as fast, while hypercars now punch out 2,000 hp (2,023 PS) and in some cases can top 300 mph (483 kmh).
Those feats would be terrifying with the kind of safety equipment Benz’s Motorwagen had on board. The 1886 original had solid rubber tires and no braking system on any of its three wheels, the only way to slow it down being to tug on a simple hand-operated lever that created friction on the drive belt.
Safety improved relatively quickly, but the major advances in that department have come in the second half of the car’s 140-year life. Seatbelts, crumple zones, airbags, and anti lock brakes quietly saved millions of lives, while air conditioning, power steering, satellite navigation and in-car hifi made those lives behind the wheel more bearable.
Biggest Changes Still to Come
Now we’re living through another turning point. Hybrids, EVs, driver assistance systems, and cars that can steer, brake, and park themselves are redefining what it even means to drive. Mercedes is, appropriately, at the forefront of that change, and will offer Level 4 self-driving on the new S-Class that debuts this year.
Some people see freedom in that kind of tech. Others see the end of real driving. Either way, the car is changing again.
So what gets your vote as the biggest advance to emerge from the car’s long evolution, the one innovation without which modern driving would feel impossible? And which car helped all cars make the biggest leap forward? Jump into the comments and make your case.
We’ve grown accustomed to how quickly electric cars evolve, but few models illustrate that pace of change as clearly as the latest iteration of Audi’s e-tron GT. What is essentially Audi’s halo EV has been completely reengineered in just a few short years. This isn’t your usual mid-cycle refresh, and Audi isn’t pretending it is.
Sales of the original e-tron GT kicked off in Europe back in mid-2021, though Australian deliveries didn’t begin until late 2022. Fast forward just over 18 months, and Audi has already rolled out a completely new e-tron GT line-up, one so far ahead of its predecessor that even the latest base model now outguns the previous RS flagship in power.
QUICK FACTS
› Model:
2026 Audi RS e-tron GT Performance
› Starting Price:
AU$309,900 ($216,800) as tested
› Dimensions:
4,996 mm (196.6 in.) Length
2,158 mm (84.9 in.) Width
1,394 mm (54.8 in.) Height
2,901 mm (114.2 in.) Wheelbasee
› Curb Weight:
2,330 kg (5,136 lbs)
› Powertrain:
Dual electric motors / 97 kWh battery
› Output:
912 hp (680 kW) / 757 lb-ft (1,027 Nm) w/Launch
› 0-62 mph
2.5 seconds
› Transmission:
Twin speed
› Efficiency:
21.0 kWh/100 km as tested
› On Sale:
Now
SWIPE
This new model went on sale Down Under towards the end of 2025, and we recently had the opportunity to live with the flagship model in the range, the all-new RS e-tron GT Performance. I was not prepared for what I would discover.
What’s New?
Photos Brad Anderson/Carscoops
Most would agree that the e-tron GT is an extraordinary piece of automotive design. We’d argue it’s the best-looking EV on the market, and one of the finer-looking sedans of the past decade. However, the original RS version just didn’t look special enough.
Aside from minor visual tweaks, the flagship version looked virtually identical to the base model, which was somewhat disappointing for an RS-branded car. Audi appears to have addressed these complaints and, for the 2026 RS e-tron GT and RS e-tron GT Performance models, has ensured they stand out from the base version.
The most obvious updates are found at the front. While the same basic grille has been retained, the front air intakes are now more aggressive, with a forged carbon fiber finish, as on our test car. The bold new touches continue at the rear with a bespoke diffuser, also finished in forged carbon, and a set of unique six double-spoke 21-inch wheels.
An Updated Powertrain
These updates are welcome, but they pale in comparison to the changes that Audi has made under the skin. The 84 kWh battery pack of the old model has been removed and replaced with a larger 97 kWh battery that weighs 9 kg (19.8 lbs) less. Additionally, all three e-tron GT versions now support DC charging speeds of up to 320 kW, a welcome boost from the 270 kW of the old model.
Then there’s the power. The base S e-tron GT has 500 kW (670 hp) and 717 Nm (529 lb-ft) with launch control, allowing it to hit 100 km/h (62 mph) in 3.4 seconds and drive 558 km (347 miles) on a charge. The mid-tier RS e-tron GT is rated at a peak of 630 kW (845 hp) and 865 Nm (638 lb-ft), running to 100 km/h in 2.8 seconds and boasting a driving range of 522 km (324 miles).
The daddy of the line-up is the RS e-tron GT Performance we tested, Audi’s equivalent to the refreshed Taycan Turbo S. It peaks out at 680 kW (912 hp), 1,027 Nm (757 lb-ft) of torque, and can hit 100 km/h in a claimed 2.5 seconds. It does all of these while boasting a range of 528 km (328 miles). It’s not cheap, however. In Australia, prices for the flagship start at AU$309,900 ($216,800), though our test car included several options, bringing the total to AU$324,400 ($226,900).
A Cabin To Remember
Photos Brad Anderson/Carscoops
The interior of the new RS e-tron GT Performance is largely the same as the pre-facelift model, but does benefit from some updates. These include a new flat-bottom and flat-top Alcantara steering wheel with bright red Boost and RS buttons.
Our tester was also fitted with the AU$4,500 ($3,100) performance design package, adding several green accents and Nappa leather. It also included the AU$10,000 ($7,000) Matt carbon camouflage package, which adds forged carbon to the exterior, side sills, dashboard, and door panels. The look of the carbon won’t be to everyone’s tastes, but it’s certainly striking.
Most touchpoints are excellent, and the cabin carries a premium feel. Still, much of the switchgear and lower-grade plastics come straight from less expensive Audi models, which is somewhat disappointing given the car’s sky-high price tag.
Among the key features carried over from the pre-facelift model are the superb RS-branded front seats, the 10.1-inch infotainment display, and the 12.3-inch digital instrument cluster. There’s wireless Apple CarPlay and Android Auto, a thumping 16-speaker Bang & Olufsen audio system, and among the finest front seat massage functions of any car currently on sale. To put it simply, the RS e-tron GT is a joy to spend time in.
Perhaps the most obvious downside of the incredibly good looks and that swooping roofline is that headroom in the rear isn’t great for tall adults. It also feels a little sparse back there with just a pair of USB-C ports and simple fan speed controls.
Unrelenting Acceleration
Photos Brad Anderson/Carscoops
Heading into my week with the RS e-tron GT Performance, I knew it was going to be the quickest car I’d ever driven. But nothing could quite prepare me for this EV’s ferociousness off the line, and yet its plushness and comfort during daily driving.
As mentioned, Audi quotes a 0-100 km/h time of 2.5 seconds. Try as I might, I was never able to match that with my GPS timer, recording a best time of 2.63 seconds, covering the sprint to 100 km/h in just 39.1 meters (129 feet). If you can actually feel the difference between 2.63 and 2.5 seconds, congratulations, you might be part stopwatch. As for what that kind of speed feels like? Absolutely brutal.
Pin the throttle and the Audi throws you back into the seat, building speed in a way that is truly terrifying. Like the original e-tron GT, this new model retains a two-speed transmission. While the original shifts into second gear at around 85 km/h (53 mph), the flagship Performance model will hold first gear for as long as possible, enabling remarkable acceleration.
During my testing, it felt like the car changed into second gear at around the 120 km/h (75 mph) mark, and when it does, the EV accelerates even faster, as if it’s a spaceship getting sucked into a black hole. It’s absolutely mesmerizing. Remarkably, the car delivers this performance while struggling to put all its power to the ground.
Regardless of whether the ESC is on, in Sport mode, or disabled entirely, the car will spin all four wheels to beyond 100 km/h, leaving faint black tire marks in its wake. I have no doubt that if I had been able to find a grippier piece of tarmac to reduce wheel slip, a 2.5-second run would have been achievable.
Chassis Changes
Photos Brad Anderson/Carscoops
Equally impressive as the way the RS e-tron GT Performance lurches forward is the new active suspension system. It builds upon the already remarkable setup of the old car, using technology similar to what’s found in the facelifted Porsche Taycan.
There’s trick air suspension working alongside two-valve dampers that eliminate the need for traditional anti-roll bars. In Comfort mode, the system is so advanced that it can actually lean the car into a corner, while in one of the RS modes, the suspension activates to eliminate even the slightest hint of body roll. Yes, despite the car weighing 2,330 kg (5,137 lbs), it has an uncanny ability to remain flat, even during high-speed slaloms.
I was offered my first taste of this system when I unlocked the car for the first time. As soon as I opened the driver’s door, the ride height quickly jumped up a couple of inches, making it easier to get in. When exiting, the same thing happens. It’s a neat party feature that can be disabled if owners prefer not to have it.
Presented with a mountain road, the car absolutely shines. Fitted with 265/35 front and 305/30 Bridgestone Potenza Sport tires, the RS e-tron GT Performance can speed through corners beyond what some potent sports cars can do, with very little fuss. It’d take a very brave soul to push this thing to its limits on the road, and it probably needs to be driven on a track to be fully appreciated.
As with before, the comfort is also superb. With the suspension in one of the softer settings, the e-tron GT soaks up bumps better than any other Audi, oftentimes making potholes and speed bumps feel almost non-existent. It honestly beggars belief how comfortable the car is on long journeys. An all-wheel steering system also ensures it’s easy to drive in tight urban areas and parking lots, reducing the risk of curbing those inevitably very expensive wheels.
All of the incredible performance comes at the expense of efficiency. Audi quotes efficiency of 21 kWh/100 km, and while I was able to match that figure, it’s slightly higher than the old car. But, just like you shouldn’t buy an Audi RS6 Avant expecting it to be fuel efficient, the Performance isn’t the type of EV you should buy if you want to eke out as much range as possible.
Critiquing the car’s handling is rather difficult. Some may find the steering to feel overly assisted and unnaturally sharp, but I grew accustomed to it very quickly.
One frustrating issue I experienced with the parking sensors is that they beep incessantly and loudly, as if you’re about to hit something, even when there are several inches of clearance. There were also a couple of occasions when the rear-cross traffic alert system was engaged while I was reverse parking, even though there was no risk of hitting anything.
Verdict
The e-tron GT remains the best EV that Audi currently produces, and the flagship RS e-tron GT Performance provides true supercar-levels of performance, making it one of the most engaging and enjoyable EVs to drive, too.
The additional performance Audi has added is extraordinary, but it comes at a cost. The old flagship started at AU$246,875 ($172,700), or more than AU$63,000 ($44,000) less than the new one. That’s a sizeable price hike, regardless of the changes made. If this new model follows the same depreciation curve as the pre-facelift model, it could be an absolute bargain in a few years.
Photos Brad Anderson/Carscoops
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Hyundai is bidding to build 12 submarines for Canada.
Canada may link the deal to local Korean car production.
Korea accounts for 12 percent of car sales in the country.
Just two weeks after announcing a major trade deal with China that sharply reduced tariffs on EV imports, Canada is exploring another pivotal agreement, this time with South Korea, that could open the door to more car production on Canadian soil.
Although the two countries have had a free trade agreement since 2015, removing tariffs on most goods, this new Memorandum of Understanding (MoU) points to a growing interest in deeper cooperation.
Both countries are responding to the unpredictability of U.S. trade policy under the Trump administration by diversifying their economic alliances. Still, for all the optics, neither has the capacity to replace the United States as a primary economic pillar.
The current priority is to strengthen South Korea’s automotive presence in Canada. That could include domestic manufacturing of Korean-branded vehicles as well as increased production of electric vehicle components and battery technologies.
“This agreement will grow our auto sector, create good jobs and reinforce Canada’s position as a global leader in future-ready vehicle manufacturing,” said Industry Minister Mélanie Joly in a statement on Thursday.
Ties Between Auto and Defence
Canada appears to be courting major Korean automakers such as Hyundai, especially in light of South Korea’s bid to replace Canada’s current submarine fleet.
According to CTV News, both Hyundai and defence contractor Hanwha are involved in a proposal to build and maintain 12 submarines for the Royal Canadian Navy. If selected, the deal could be worth up to $100 billion over the next 30 to 40 years.
Hanwha, a sprawling South Korean industrial group, has already laid groundwork by signing five separate MoUs with Canadian companies to incorporate their technologies and products into its submarine offerings. Among those agreements is a $275 million commitment toward a new structural steel beam mill in Ontario.
South Korea’s Growing Footprint in Canada’s Auto Market
In 2024, South Korean vehicles made up 12 percent of all cars sold in Canada, amounting to 228,257 units. In a statement, the Canadian government emphasized its aim to strengthen the domestic battery supply chain by encouraging investment and collaboration in battery manufacturing, materials processing, and the refinement, processing, and recycling of Canadian critical minerals.
Flavio Volpe, president of the Automotive Parts Manufacturers’ Association, believes the timing aligns well for Canada to boost its domestic auto sector by leveraging upcoming defence investments.
“Today the business case is there to build a plant here in Canada, perhaps making electric vehicles… and to build where they sell,” he said. “Canada is interested in buying submarines and there are two healthy bidders. And both of those healthy bidders have automakers that sell a lot of cars here and sell batteries here.”
Slate’s EV truck will be built in a repurposed Indiana factory.
Old printing plant now features robots and anti-slip flooring.
Talks with suppliers next week may bring cost-cutting updates.
Breaking into the car market with an all-new vehicle is one of the hardest plays in the industry, even more so for a company with no legacy network whatsoever or any prior production history. But Slate Auto is pressing ahead with its plan to launch an affordable, all-electric pickup truck.
While key details about the production version, including pricing, are still being ironed out, the company has shared progress from the plant where it’ll be built.
Rather than building the truck overseas, perhaps somewhere where labor costs are lower, Slate Auto is manufacturing it right here in the US. It’s being brought to life at a plant in Warsaw, Indiana, which for decades served as a major printing facility, employing up to 500 people.
A Factory Transformed
As you can imagine, repurposing the site into an electric vehicle facility involves some extensive changes. Among them, 630,000 square feet of anti-slip flooring is being laid to accommodate the factory’s new layout and safety protocols.
Automation is already underway, with robotic laser welders and large-format 3D laser scanners arriving on site. According to Slate, production of its EV pickup is still scheduled to begin before the end of the year.
What Happens Without the Tax Credit?
The truck’s ultimate reception will no doubt hinge on its price. Originally, Slate Auto said it would start below $20,000 when factoring in the now-defunct $7,500 federal EV tax credit. But with that credit now scrapped under the Trump administration, the EV won’t be as cheap as originally promised.
A few months later, the company quietly updated its website to say the “Blank Slate is expected to be priced in the mid-twenties.” Although no further details were provided, the update was widely thought to reflect the anticipated changes to the federal EV tax credit at the time.
When asked about the change, Slate Auto CEO Chris Barman brushed off the concern, saying “it doesn’t matter,” and insisting the truck remains affordable. She didn’t elaborate further.
“We’re still working really closely with our suppliers to see what opportunities we have to continue to bring costs down, to see what we can do to pass along to the customer before we announce final pricing,” she said.
Slate’s CEO also mentioned that pricing will be a central part of the discussions at a meeting with the company’s suppliers scheduled for next week.
“A big part of that is going to be talking about, are there more opportunities for cost reduction? And the way we’re looking at that is we want to pass it on to the customer,” she said.
A Yangwang U9 crashed into a Zeekr 009 and BYD Seagull in China.
Thankfully, no serious injuries or battery fires occurred.
The U9 claims it can drive on three wheels and jump over road obstacles.
For a hypercar famous for hopping over potholes like a caffeinated kangaroo, the Yangwang U9 just had a very grounded moment. The Chinese electric hypercar was involved in a multi vehicle crash in Zhejiang, and this time its trick suspension could not spring it out of trouble.
According to reports shared on Chinese social media, the incident happened near an intersection while a Zeekr 009 electric MPV was stopped at a red light. The U9 reportedly struck the Zeekr at speed, then continued on to meet some roadside greenery and an advertising sign on the median.
A BYD Seagull also got caught up in the chain of impacts, according to Car News China, making this one unfortunate EV love-in. Thankfully, early accounts say no one in any of the vehicles suffered serious injuries, and there were no fatalities.
Images from the scene show heavy front-end damage to the U9, while the Zeekr 009 appears to have taken a serious hit as well, as one of its front wheels was reportedly detached.
One thing observers were quick to note was what did not happen. Despite the severity of the crash sequence, there were no reports of battery fires in any of the cars, including the U9. In a high-performance EV with a massive battery pack, that’s something to be thankful for.
Pointless Tricks
The Yangwang U9 made headlines this time last year when the BYD-owned brand released a video showing it leaping over small obstacles in the road. Using its trick Disus X suspension, the quad motor hypercar can clear potholes and spikes, dance, and drive on three wheels. But as this accident proves, some laws of physics can’t be cheated.
The regular U9 packs a 1,287-hp (1,305 PS / 960 kW) quad-motor powertrain, but last fall an appropriately-named limited edition U9 Extreme with an outrageous 2,978 hp (3,019 PS / 2,220 kW) achieved 308.4 mph (496.22 km/h).
Tesla’s Robotaxis crash every 55,000 miles, far more than humans.
Human-driven crash estimates are around once every 200,000 miles.
Robotaxis operate only in Austin, despite Musk’s 2025 nationwide claim.
As many probably expected, Tesla’s Robotaxi service hasn’t grown the way Elon Musk predicted, and it’s not running as smoothly as the company might have hoped. New data shows that the autonomous cars Tesla is operating in Austin, Texas, are crashing far more often than human drivers.
According to figures submitted to the National Highway Traffic Safety Administration, Tesla’s Robotaxis were involved in nine crashes between July and November of last year. During that period, the fleet logged about 500,000 miles, which works out to an incident roughly every 55,000 miles.
The Numbers Behind the Crashes
That rate might not seem disastrous at first glance. But NHTSA data shows that human drivers report one police-notified crash about every 500,000 miles. Factoring in unreported incidents, estimates suggest a more realistic figure of one crash every 200,000 miles.
Even by that more forgiving measure, humans are still significantly outperforming Tesla’s current autonomous system. Electrek reported this disparity, pointing out the shortfall in Tesla’s safety metrics.
What makes this more concerning is that each robotaxi has a safety monitor riding in the front passenger seat. Even with a human on board to intervene, the vehicles are still getting into more accidents per mile than human drivers typically do alone.
What Isn’t Tesla Saying?
Tesla doesn’t appear to be exactly transparent about these crashes, either. The reports submitted to the NHTSA are heavily redacted, leaving only limited details available.
In one case from September 2025, a robotaxi reportedly “hit an animal at 27 mph,” but there’s no information on how or why it happened. That same month, another vehicle was involved in a collision with a cyclist, though again, the specifics are missing.
Overall, Tesla reported nine crashes involving its Robotaxi fleet in Austin, between July and November 2025, according to incident data uncovered by Electrek in NHTSA’s Standing General Order crash reports:
November 2025: Right turn collision
October 2025: Incident at 18 mph
September 2025: Hit an animal at 27 mph
September 2025: Collision with cyclist
September 2025: Rear collision while backing (6 mph)
September 2025: Hit a fixed object in parking lot
July 2025: Collision with SUV in construction zone
July 2025: Hit fixed object, causing minor injury (8 mph)
July 2025: Right turn collision with SUV
Robotaxi’s Slow Expansion
In July of last year, Musk made the rather absurd claim that Tesla’s Robotaxi service would reach “half of the population of the US” by the end of 2025. It’s now 2026, and the service is still limited to just one city: Austin, Texas.
Tesla has expanded its service to the San Francisco Bay Area in California, but because it doesn’t have a permit to operate fully autonomous vehicles in the state, each Model Y is equipped with a human driver. It’s hardly a Robotaxi service then, but rather simply a ride-hailing taxi service.
That said, Tesla isn’t giving up on the idea. During its Q4 earnings call this week, the company confirmed plans to expand the program into seven new cities, including Dallas, Houston, Phoenix, Miami, Orlando, Tampa, and Las Vegas, all within the first half of the year.
McLaren patent reveals a sound-based EV feedback system.
Sounds shift left, right, front, and rear with power delivery.
Drivers would hear torque vectoring as audible stereo feedback.
Electric cars make a lot of sense for most people. They’re smooth, quiet, and easy to live with, which is great for getting from A to B without any drama. But if you’re someone who actually enjoys driving, chances are most EVs feel a bit flat. They do the job, sure, but outside of the instant acceleration, there’s not much to get the pulse racing.
Hyundai challenged that norm with the launch of the Ioniq 5 N a couple of years ago, proving that electric power doesn’t have to mean a lifeless drive. Now, other manufacturers are paying attention. Porsche and Lamborghini are among those working on dynamic EV soundtracks designed to inject some drama into the otherwise silent experience.
It turns out McLaren is exploring a similar path, but with its own spin. A recently filed patent hints at a more complex approach to EV acoustics.
EV Sound Gets Smarter
Submitted to the United States Patent and Trademark Office, the filling outlines a system that modulates artificial sound depending on traction and power distribution.
In practice, if the left-side wheels lose grip, the car could direct more torque to the right and, at the same time, shift more sound output to the speakers on that side. The goal seems to be enhancing driver perception by linking sound with how the car is behaving underneath you.
The patent, unearthed by CarBuzz, also describes a setup where sounds can move between the front and rear depending on where power is being delivered. It doesn’t specify what those sounds would actually be, but McLaren could take inspiration from Hyundai’s approach and recreate tones similar to its own combustion models.
Is This Just A Patent Placeholder?
Of course, as with any technology patent, there’s no guarantee McLaren will actually use such a system in any of its future vehicles.
McLaren’s overall EV plans also remain a little murky. For now, the brand has made it clear that combustion engines and hybrid setups are still a priority. The 4.0-liter twin-turbo V8 will be staying in the lineup for the foreseeable future.p CYVN Holdings, a major stakeholder in Nio.
Nick Collins, McLaren’s head of product, shared last year that any future EV would likely target a specific market, China being the most likely candidate. That car could incorporate tech from an existing Chinese EV brand.
It’s worth pointing out here that McLaren is now under the wing of CYVN Holdings, an Abu Dhabi-based investment firm that also holds a significant stake in Nio
Waymo plans to launch paid UK robotaxi service as soon as September.
Mapping London streets now using Jaguar I-Pace vehicles with drivers.
Cars equipped with radar, lidar, and cameras to capture road data.
Londoners may soon find themselves riding in the front seat of the future, as Waymo prepares to bring its fully autonomous robotaxis to the streets of the UK. The self-driving tech firm has announced plans to launch in London, taking advantage of new regulations that will permit robotaxis to operate in the city starting in the second half of this year.
Waymo’s UK rollout comes even as scrutiny builds back home. This week, the NHTSA opened an investigation after one of the company’s robotaxis struck a child near an elementary school in Santa Monica, California, during drop-off hours.
London’s Local Transport Minister Lilian Greenwood has confirmed that Waymo, which is owned by Google-parent Alphabet, will launch a pilot service in April, before launching in full as early as September.
To ensure the robotaxis can handle the intricacies of London’s roads, several of its vehicles are already being tested with a safety driver behind the wheel, helping map the city’s streets.
These test vehicles typically operate 24 hours a day, 7 days a week, and are driven in select London boroughs, including Camden, Hackney, Hammersmith and Fulham, Lewisham, Newham, and the City of Westminster.
Data Collection Meets Cybersecurity Requirements
Waymo says it’s currently gathering data across the widest possible range of London streets, using the advanced cameras, lidar, and radar fitted to the Jaguar I-Pace models.
In a statement to the BBC, Minister Greenwood emphasized that all Waymo robotaxis will be subject to strict safety criteria before they’re allowed on the road. This includes resilience against cyber attacks and secure software protocols to protect against hacking.
Once the vehicles have sufficiently mapped London’s roads and meet all regulatory standards, users will be able to request a ride through the Waymo app. The service is expected to carry a “premium” price point, with fares adjusted upward during periods of high demand, though exact pricing has not yet been announced.
Growing Competition
Waymo isn’t the only company eyeing the capital. Both Uber and Lyft have expressed interest in launching robotaxi services in London once the legal framework allows. With regulators clearing a path for autonomous vehicles, the city is shaping up to be a key battleground for the next phase of ride-hailing innovation.
IM Motors revealed the LS9 Hyper SUV with three electric motors.
It features a 1.5L turbo range extender and 65.9 kWh battery pack.
Rear-wheel steering gives it a 16.2-foot turning radius in tight spots.
IM Motors, the upscale joint venture from MG and Chinese e-commerce giant Alibaba, has pulled the covers off its latest flagship. Named the LS9 Hyper, this SUV builds on the standard LS9 that debuted last year, layering in high-spec upgrades aimed at Chinese buyers who want their tech-laden luxury served in insulated comfort.
Whereas IM Motors’ smaller offerings like the IM5 and IM6 go all-in on battery-electric power, the LS9 Hyper takes a different route. It’s a range extender rather than a full EV. Under the hood is a 1.5-liter turbocharged four-cylinder engine with 153 horsepower, but its only job is to recharge the 65.9 kWh battery.
Power is delivered through a single 215 hp electric motor at the front axle, backed up by two 261 hp motors at the rear. This setup offers an estimated all-electric range of 191 miles (308 kilometers). The three electric motors also provide torque vectoring, though we don’t think many owners will be hustling this beast through the corners.
The LS9 Hyper also debuts a clever all-electric, all-wheel 24-degree smart steering system, believed to be a first for a vehicle in this class. It achieves a turning radius of just 4.95 meters (16.2 feet), roughly two meters tighter than a Smart ForTwo.
As you can no doubt tell from the photos, this thing is big. In fact, it is 5,279 mm (207.8 inches) long, 2,000 mm (78.7 inches) wide, and stands 1,806 mm (71.1 inches) tall with a massive 3,160 mm (124.4-inch) wheelbase.
The exterior design isn’t particularly noteworthy, but it does look classy. At the front, a light bar and vertically oriented headlights. It also includes a roof-mounted LiDAR and is available with 20-, 21-, and 22-inch wheels. Adding to the fancy looks are silver accents running along the base of the side and rear windows.
Many of the fancy MG’s best features are found in the cabin, which hasn’t been revealed yet, though it’s expected to mirror the LS9 shown here. There’s a single 27.1-inch display, encompassing the cluster and infotainment screen, as well as a separate 15.6-inch monitor for the front passenger.
Audiophiles will have plenty to enjoy with the Bang & Olufsen sound system, while all occupants benefit from massaging seats and an underfloor heating system. Rear-seat passengers aren’t overlooked either, with access to a 27-inch 5K display that folds down from the headliner.
And in case that’s not quite enough, as with the regular LS9, IM will also offers the option of an integrated shower unit built into the tailgate.
Geely Galaxy Xingyuan was China’s best-selling vehicle in 2025.
Wuling Mini EV ranked second, ahead of the Tesla Model Y in 2025.
BYD stayed China’s top-selling brand by a wide margin in 2025.
A new electric subcompact has pulled off a quiet revolution in China’s fiercely competitive car market, topping the charts without the backing of Tesla or BYD. The Geely Galaxy Xingyuan, a fully electric hatchback, has officially become the country’s best-selling vehicle for 2025, racking up 465,775 registrations and ending the two-year reign of the Tesla Model Y.
Known as the Geely EX2 in export markets, the Galaxy Xingyuan was introduced in 2024 and measures 4,135 mm (162.8 inches) in length. It sits in the subcompact category, going up against popular rivals like the BYD Dolphin, Wuling Bingo, and Aion UT.
It blends simple, approachable styling with a well-equipped interior and pricing that stays competitive, currently ranging from ¥65,800 to ¥95,800 ($9,500 to $13,800 at current exchange rates) in China.
China’s second-best-selling vehicle in 2025 was the compact Wuling Hongguang Mini EV, repeating the success of its earlier version from 2021 and 2022. The pint-sized electric hatchback from the SAIC-GM-Wuling joint venture entered a new generation last year, bringing more playful styling and a new five-door variant. Those updates clearly landed well, helping it reach 435,599 units sold, a huge 82 percent jump over its 2024 total.
Geely Galaxy Xingyuan
The Tesla Model Y, which held the top spot in 2023 and 2024, slipped to third place in 2025. It still put up strong numbers with 425,337 units sold, though that marked an 11.5 percent decline from the year before, even with the launch of a significantly updated version earlier in the year.
In fourth place, the BYD Qin Plus sedan registered 387,315 units sold. Available as either a fully electric model or a plug-in hybrid, the Qin Plus had previously held the second spot in both 2023 and 2024 but saw its position slip this year.
The Nissan Sylphy sedan, known as the Sentra in the US, was China’s best-selling model from 2020 to 2022 before Tesla took over. Now down to fifth place with 320,000 sales, it still holds the distinction of being the country’s best-selling non-EV. A new generation has just arrived, which might give it a boost heading into next year.
Rank
Model
Powertrain
Sales
1
Geely Galaxy Xingyuan
EV
465,775
2
Wuling Hongguang Mini EV
EV
435,599
3
Tesla Model Y
EV
425,337
4
BYD Qin Plus
PHEV/EV
387,315
5
Nissan Sylphy
ICE/Hybrid
320,000
6
BYD Seagull
EV
310,956
7
BYD Qin L
PHEV
264,671
8
Xiaomi SU7
EV
258,164
9
Volkswagen Lavida
ICE
245,000
10
BYD Song Plus
PHEV/EV
200,276
SWIPE
Source: China Passenger Car Association (CPCA)
Another standout in China’s top 10 for 2025 is the Xiaomi SU7 sedan, which landed in eighth place with 258,164 units sold. The Chinese newcomer made headlines by outselling its direct rival, the Tesla Model 3, which slipped to eleventh with 200,361.
Local Brands Dominate The Charts
According to data from the China Passenger Car Association (CPCA), BYD held onto its lead as the largest manufacturer in China by total volume, selling 3,484,525 vehicles in 2025. Geely followed in second with 2,605,565 units, marking a striking 47% increase over the previous year.
Chinese brands as a whole captured 65 percent of the domestic market, while many foreign automakers that once dominated have struggled to keep up. FAW-Volkswagen secured third place with 1,531,276 sales, but joint ventures from Toyota and Honda have now dropped out of the top five.
Lucid has completed prototypes for its midsize EV platform.
The new platform prioritizes lower costs and manufacturability.
Production is scheduled for late 2026 at high volume scale.
It’s official, Lucid has built its first midsize EV prototypes, the production version of which may be called Earth. The details, including hard platform specs and complete styling, are still largely under wraps. That said, one thing is wildly clear. This is the most important piece of Lucid’s path forward.
The update comes straight from Nick Twork, Lucid’s Head of Communications, who shared that he recently spent time in the brand’s prototype build area watching the first midsize vehicles come together. According to Twork, the new EVs retain the same core DNA as the larger Air sedan and Gravity SUV.
In other words, expect the same space efficiency, driving dynamics, and lengthy range. According to Twork, this vehicle pushes things forward thanks to “dramatically improved manufacturability and cost structure.” He also teased that the finished products “are going to surprise people.”
Can Lucid Make It Work at Scale?
That last part may sound like standard corporate hype, but the emphasis on manufacturability is the real key to not just the vehicle itself, but the future of the brand.
Lucid has already proven it can engineer some of the most advanced EVs on the market. What it hasn’t proven, at least at scale, is that it can build them profitably. The Air and Gravity have impressed on paper and on the road, but they’ve also come with premium price tags and heavy cash burn behind the scenes.
Spent time in our prototype build area today watching the first full Lucid midsize vehicles come together. Same Lucid DNA as Air and Gravity – space, efficiency, dynamics, and range – paired with dramatically improved manufacturability and cost structure. These are going to… pic.twitter.com/3K4qQ7b3oC
Lucid has confirmed that the new platform will underpin three different body styles, none of which will be sedans. In that sense, it’s designed to scale in a way that the Air and Gravity simply can’t, at least in their current forms.
That’s why the company’s focus on simplified manufacturing matters so much. If Lucid can preserve even a portion of its signature advantages while meaningfully reducing production costs, it could give it a foothold for the long term that it desperately needs.
Production is currently slated for late 2026, placing Lucid’s midsize EV just behind the Rivian R2 that will launch “by June” this year. The fact that we haven’t seen it totally unveiled seems to indicate that Lucid has a lot to manage between now and then. Expect pricing to start around $50,000.
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