One of the most famous pickup nameplates in the world has just entered its ninth generation. The new Toyota Hilux made its first global outing with a fresh exterior design, an overhauled interior, upgraded ladder-frame underpinnings and the addition of a fully electric powertrain option.

The new looks are inspired by the “Cyber Sumo” theme, doing without the hammerhead styling found in other Toyota models. The face boasts slimmer LED headlights, a body-colored honeycomb grille, angular bumper intakes and a rugged skid plate. The fully electric version is distinguished by a unique front bumper with a blocked grille and revised intakes.

More: Toyota’s Baby Land Cruiser FJ Looks Retro Enough To Break Your Heart

The profile looks familiar since the greenhouse, pillars, and doors are carried over from the outgoing model that has been around since 2015. Still, the redesigned front and rear fenders with the boxy wheel arches help freshen it up in combination with the new wheels. The rear end is more sculpted than before with sharper LED taillights and modern bumper with integrated steps like in the rival Ford Ranger.

The footprint is similar to its predecessor, with a length of 5,320 mm (209.5 inches) and an identical 3,085 mm (121.5-inch) wheelbase. Interestingly, Toyota has decided to make the dual-cab version the only option in Europe and Australia. Still, buyers in other markets like Thailand have access to Single Cab and Smart Cab configurations.

The interior has been overhauled, adopting the latest tech and styling features from the automaker’s parts bin. The boxy dashboard houses a free-standing 12.3-inch infotainment (8-inch in the base Thai-spec model), a 12.3-inch digital instrument cluster (7-inch in lower grades) and physical controls for the A/C and basic functions.

The chunky steering wheel with the clicky buttons is sourced from the Land Cruiser. Other highlights include the small gearknob, the drive mode selector on the center console, the double storage compartment on the passenger side, and the dashboard-mounted cupholders. Safety equipment includes a “significantly extended” ADAS suite, bringing the Hilux on par with the rest of the automaker’s passenger lineup.

Multiple Powertrain Options

Toyota is known for its Multipathway approach in terms of available powertrains, and the new Hilux is a testament of that. Depending on the market, the pickup will still be available with the company’s tried-and-tested 2.8-liter turbodiesel in regular and mild-hybrid forms, alongside a 2.7-liter gasoline engine.

What is completely new is the fully electric option, with dual electric motors producing a combined 193 hp (144 kw / 196 PS) and a 59.2 kWh battery pack. According to Toyota, the zero-emission pickup will have 240 km (149 miles) of WLTP range or over 300 km (186 miles) of NEDC range. This doesn’t sound like much, but the company has also promised a hydrogen FCEV variant for 2028.

The cargo-carrying credentials remain unchanged, with a payload of up to 1,000 kg (2,205 lbs) and a towing capacity of up to 3,500 kg (7,716 lbs) for the ICE-powered model. The Hilux BEV is more compromised, as it will be able to carry 715 kg (1,576 lbs) and tow 1,600 kg (3,527 lbs).

Upgraded Underpinnings

Under the skin, the Hilux rides on an upgraded version of the IMV ladder-frame architecture of its predecessor rather than moving to the more modern TNGA-F used by the Tacoma and Land Cruiser. Still, it benefits from a new electric power steering, new engine and cabin mounts for reduced vibrations, new front rail extensions for improved crash perfromance, and a revised suspension setup.

The suspension comprises independent coil-springs up front and a rigid axle leaf sprung rear across the range. According to Toyota Australia, there are two different tunes – one “geared toward heavy load carrying and towing”, and the other targeting “enhanced ride comfort for everyday use”.

More: Toyota Shrinks Its Hilux Champ Into The Super Short Wheelbase

In terms of off-road credentials, the 4×4 versions use a part-time 4WD system with high and low range ratios, now improved with the standard fitment of a rear locking differential and the available Multi-Terrain Select system.

Pricing And Availability

In Thailand – which is still the home of production – the new diesel-powered Hilux Travo is already available to order with prices ranging from ฿767,000 ($23,700) to ฿1,366,000 ($42,200). The fully electric version starts from ฿1,491,000 ($46,100) in the same market, making it the most expensive trim.

The midsize pickup will launch in Europe and Australia from December 2025, followed by other Asian markets in 2026, and Japan in mid-2026. Pricing and the detailed specifications for each region will be announced at a later date.

Toyota

Sometimes the best ideas are born out of failure. That is exactly what happened with the Dashaway eCT, a clever little camping trailer from British company Wheelhome. It started life as a sleek roof tent designed specifically for the Tesla Model 3.

More: This $3M Space-Age Motorhome Looks Like It’s From Another Planet

The original goal was simple enough: create a low-drag, space-age camping capsule that blended seamlessly with the Model 3’s curves. It was meant to be the ultimate companion for electric road trips. The snag? No one actually wanted to buy one.

And that’s a shame, because the eRC roof-camper prototype was far more sophisticated than your average roof tent.

What Happened Next?

Molded to fit the contours of the Model 3’s body, it featured a two-seat rear-facing sofa that converted into a double bed, and shelves and partitions to take a power bank, cooking equipment and even a toilet.

Wheelhome’s owner Stephen Wheeler tested it out on his own facelifted Model 3, taking it on a 3,500-mile (5,630 km) tour of Iceland this summer, and got a great reaction when he displayed it at EV shows with plans to put it into production, But that reaction didn’t translate into firm sales.

Rather than give up, Wheeler turned the prototype into something smarter. He took the same teardrop-style pod and placed it on a lightweight single-axle trailer chassis.

From Roof To Road

Suddenly the quirky Tesla roof tent became the Dashaway eCT, a tiny camper that almost any car can tow. Instead of being a niche curiosity for a small subset of EV owners, it’s a fully fledged mini trailer with broad appeal.

More: Daihatsu’s Microvan Camper Might Be The Only One That Actually Gets It

At just under 3,800 mm (150 inches) long, the eCT weighs only about 340 kg (750 lbs), which makes it easy to pull even with small hatchbacks. And because it’s so low and sleek when folded down, it shouldn’t ruin your mpg. But park up and the top extends so high you can stand up inside.

The eCT’s design still carries the DNA of the original concept, but has the added benefit of not getting in the way of trunk opening and offering an additional underfloor storage area because it now rides on a trailer chassis.

Wheelhome

Each camper has a sink with electrically-pumped 10-liter (2.64 US gallon) water supply and there’s room for a Porta Potti that can be accessed with the bed in place. In fact, it’s so close you can almost use it without leaving the bed.

A campsite mains hook-up and large lithium battery pack and 2,600 W inverter let you plug in electrical devices like air fryers, microwaves and kettles, and together with a 200 W solar panel provide power for at least two days of off-grid camping.

Bigger batteries are available if you’re planning longer escapes, though that’ll bump up the £26,225 ($34,600) price.

Wheelhome

Automotive enthusiasts aren’t the only ones who enjoy getting their hands dirty. Many regular drivers tackle oil changes, swap air filters, or fit new brake pads without a second thought. These are the sorts of jobs that make you feel connected to your car, a small ritual of maintenance and pride.

But every so often, a manufacturer decides to make things harder than they need to be. I once had to drop an entire subframe on my BMW just to replace oxygen sensors, an experience that left me wondering whether the engineers had ever tried it themselves.

Also: His Ioniq 5 N Turned Into A Paperweight Months Ago And Hyundai Still Has No Answers

It’s rare to see a mainstream brand like Hyundai put similar hurdles on its customers when it comes to repairs. However, according to one owner, the brand isn’t just making a simple fix hard; it’s straight up declaring war on his (and your) right to repair his own car.

Is Hyundai Denying Right to Repair?

Two recent posts on Reddit’s r/Ioniq5N community have ignited a fierce debate. There, an owner claims Hyundai has drawn the battle lines. He’d set out to replace his rear brake pads, something he says he’s done countless times before on other vehicles, but soon discovered the automaker’s diagnostic tools had other plans.

According to the post, Hyundai’s digital systems effectively lock out anyone who isn’t a certified technician from performing even basic maintenance.

The rear brake pads are affected by the electric parking brake. To replace them, one must disengage the brake and get it to retract completely, otherwise, the new pads won’t fit. In addition, the car needs a diagnostic tool to recalibrate the motor on how far to move with the new pads in place.

In other words, even if you could manually disengage the parking brake, the car would still need calibration to work properly.

More: Rivian Refused To Sell JerryRigEverything A 12V Battery Then Sent Him The Bill

The only way to accomplish this is allegedly to use Hyundai’s J2534 Diagnostic Tool, a Windows-based application available only through the automaker’s tech info portal.

The owner says the software requires a $60 weekly subscription, a $2,000+ approved hardware adapter, and a constant internet connection for authentication. Even then, it reportedly doesn’t work properly on newer models like the 2025 Ioniq 5 N.

No DIYers, Please – Only Pros

“I broke down and bought the subscription and special adapter,” the owner wrote. “Guess what? It didn’t work.” Only later did they find out why. “My blood is boiling at the moment. NASTF has blocked my account, saying “DIYers are not permitted access.”

They included a photo of a message from NASTF that says in part, “Please provide your business name and 9-digit Federal Employer Identification Number. DIYers are not permitted access.”

The irony, the poster points out, is that Hyundai dealers don’t even use this Windows tool. They reportedly have access to an entirely different Android-based software suite that works seamlessly.

While this all sounds like a bureaucratic mess, the underlying issue raises serious questions about Right to Repair access in the EV era. For decades, enthusiasts and independent mechanics have fought for access to diagnostic tools and repair data that manufacturers often guard tightly.

But when basic wear items like brake pads require proprietary authentication, the argument takes on a new urgency.

Has Hyundai Gone Too Far?

Nothing about this setup sounds reasonable. Replacing brake pads is as fundamental as car maintenance gets, yet Hyundai’s system allegedly makes it feel like breaking into Fort Knox.

If that’s true, the automaker has some serious rethinking to do because locking out the people who care most about maintaining their vehicles isn’t a good long-term strategy.

I have personally considered buying an Ioniq 5 and a Kia EV6, but will avoid both until this sort of thing is doable for folks like me. Hyundai tells us that it’s looking into the situation and will report back once it has more information.

Electric cars have come a long way in a short time, and few have made as much noise, or driven as well, as the Kia EV6. When it first arrived, it wasn’t just another entry into the EV race; it felt like a genuine shift in direction for Kia. When we first drove it, we called the EV6 the new EV benchmark.

Fast-forward a few years, and this not-quite-hatchback, not-quite-crossover remains one of the brand’s best creations. It’s a car that still makes a strong first impression, though the road ahead now looks tougher than ever.

Despite that unusual profile, the EV6 found steady momentum early on. Sales rose from its first year (18,249 units) to its second (18,879), and again into its third (21,715). Yet 2025 tells a different story, with numbers slipping fast to 11,077 through September.

The shape hasn’t changed, the fundamentals haven’t faltered, and on paper, it remains a strong contender. So what’s behind the slowdown?

QUICK FACTS

*Manufacturer

To find out what might be causing low sales this year, we picked one up for a week to treat it as our everyday driver. We tested it on the highway, in urban cityscapes, and even on some gravel roads. This is still a good car, and better than it was back in 2022, but is now harder to recommend than ever before. Read on to find out why. 

Shape and Presence

Photos Stephen Rivers for Carscoops

The general shape of the EV6 is unchanged since 2022. We’ve reviewed it in different years and in different markets, and one consistent charm has been its dapper styling. For 2025, the car received new front and rear-end lighting elements. 

They are genuine standouts in a market full of somewhat boring-looking light housings. There are updated wheels, lower bodyside moldings, and bumpers that continue in 2026 unchanged. 

One standout is the spoiler that splits in the middle and flares out at each end. It sort of looks like a backward driver’s cap and adds just a bit more personality to an already effervescent automobile.

Overall, this is a mostly cohesive design that turns heads without being too shout-y. The Wolf Gray paint on our test car certainly imbued that ethos. 

Interior

The cabin got an update in 2025 as well, so there’s a new steering wheel that the EV6 shares with other Kias. Our GT-Line trim also benefits from a heated steering wheel, dual 12.3-inch panoramic screen displays, a heads-up display, heated and ventilated front seats, heated outboard rear seats, Meridian speakers, a wireless device charger, and a huge power sunroof. 

Let’s break that list down a bit and discuss real-world experiences. The tech package in this car is great. The infotainment screens are responsive, provide excellent graphics, and have easy-to-navigate menus.

Some of the steering wheel controls can take a bit to learn, but once familiar, they feel like second nature. The heads-up display is bright, configurable, and can even incorporate navigation directions. 

Kia has also updated the seat heating and ventilation buttons on the center console. No longer are they haptic ones that can end up activated accidentally. Instead, they’re genuine hard buttons, which is a step in the right direction. 

Unfortunately, Kia continues to try and push its dual-mode HVAC/Media control system with a haptic button that changes the controls from one to the other.

I’ve griped about it plenty, so I won’t do it again here, but it’s annoying – especially when there’s clearly space to just put a second row of the same controls right under the current one and end the need to switch from one profile to the other and back. 

The seats are some of my favorites in this segment. They combine good lateral bolstering with solid adjustability and support. I especially like the headrest design that has multiple settings both horizontally and vertically.

Forget the type that just pivots on the bottom; these move as one unit forward or back to your desired position. If there’s anything I’d complain about, it’s that as a guy who stands 6’6’’, I could use about one more inch of headroom. 

Photos Stephen Rivers for Carscoops

That goes double for the rear seats, where I have okay legroom but again lack space for my noggin. Of course, the majority of back-seat passengers in the EV6 will likely fit just fine, and they’ll have access to bun warmers in the process. 

The cargo space provides 24.4 cu-ft of space. Sadly, the front trunk is only big enough for a few small accessories like charging adapters or a few tools.

Drive Impressions

As an automotive journalist, you sometimes have lots of access to cars. You’ll get one, sometimes two, every week. So far this year, very few have implored me to drive them as much as the EV6 GT-Line. Despite the fact that I don’t fit perfectly in it, I made up random excuses to go drive this thing. 

Since the first time I tested one, it’s been clear to me that the folks behind the Stinger GT may have had a hand in its creation. It’s no Tesla Model 3 Performance, but it ain’t far off.

Granted, this is the 320-horsepower (238 kW) dual-motor-equipped version of the EV6 that also makes 446 lb-ft (605 Nm) of torque. It’s no slouch, but even the base models aren’t what we’d call slow. 

That said, this is the best of the bunch for 2026 – unless, that is, Kia brings the GT back soon. It feels like it, too, with instantaneous acceleration, tight body control, and verbose steering feedback that makes hitting apexes a breeze. 

The one big complaint I have behind the wheel is that the ABS is still a bit too eager to kick in under hard pedal engagement. This was an issue with the GT, and remains to this day. With that in mind, it’s something drivers should almost never encounter regularly this side of a track day. 

How does such a sharp driver’s car handle everyday fair? The answer is, with aplomb. The EV6 has an Eco setting that dials things down to a comfortable six or so out of ten. The throttle softens up, the steering relaxes, and the whole car feels a touch more willing to float over bumps rather than pound them back into the pavement. 

Speaking of poor road conditions, they rarely upset the EV6. It’s composed and calm over everything aside from an actual dirt or gravel road. Even there, the weight balance and excellent motor tuning make it playful, predictable, and fun. The cabin is well insulated, too. Wind noise just isn’t an issue here. All in all, it’s a great car to drive. 

Charging And Efficiency

Including the week that we piloted the EV6, it had been over 900 miles since the last trip odometer reset. In that time, it managed exactly 3 miles per kWh.

That will no doubt change based on how one drives, but it’s a solid score. In our one testing foray with the car, it went from 19 percent to 97 percent on a 125 kW charger in 49 minutes.

Seeing as we charged at a public station, it cost us $28.55 to do so. Kia now uses the North American Charging Standard plug type, which makes it compatible with Tesla Superchargers.

In Eco mode, the EV6 predicted we had 283 miles of available range when full. We never found out because I couldn’t bear to keep it in Eco for that long. Sorry, not sorry. 

Competition

When the EV6 first arrived on the scene, it undercut the competition by tens of thousands of dollars. That’s not an exaggeration. The base price for a Model Y at the time was $58,990. The Ford Mustang Mach-E was $42,895. The EV6 was $40,900.

Several years on, it’s only increased its MSRP by $2,000 if we don’t count destination and delivery. That’s impressive, but the competition is far stiffer. 

The Model Y now starts at just $39,990, and even the next trim up costs only $44,990. A top-of-the-range Performance starts at $57,490. Our Kia EV6 GT-Line has an MSRP of $60,740.

That would make perfect sense if it were beat-for-beat on par with the Tesla, but sadly for the Korean automaker, that just isn’t the case. Tesla offers more range, similar performance, a simpler buying experience, more towing capacity, and more cargo space. 

Add to that competition the also excellent, and similarly equipped, Hyundai Ioniq 5. It’s a tough market, and it’s possible that the EV6 hasn’t improved enough, or dropped its price enough, to remain seriously competitive.

On top of that, we have the problem of the used market, which sees similarly equipped low-mileage EV6s go for roughly 60 percent of their original MSRP with regularity. 

Final Thoughts

At the end of the day, this is still a good car. One could even call it great. It’s certainly a blast to drive. I think it’s more attractive than most in its segment, too. It’s practical in that it’s a hatch with decent boot space and reasonable seating for five.

While it doesn’t have as much range as some of its competition, it’s more than enough for most drivers. What really makes it hard to recommend it, then, is its price. Drop that by somewhere between five and ten percent, and it would feel far easier to justify. 

One would think Rolls-Royce would be the last carmaker on Earth to dabble in discounts, yet even it has waded into the current EV incentive wave. With federal tax credits now expired in the US – and yes, those applied to all leased EVs, foreign or not, the brand is dangling a $5,000 lease credit on the Spectre.

Review: The Rolls-Royce Spectre Is The Ultimate EV Right Now

Given the car’s $422,000 starting price, the gesture borders on comic relief. The discount feels more like a voucher toward optional extras than any real saving.

Most Rolls-Royce buyers already pour considerable sums into personalizing their cars, a habit that has long been a reliable source of profit for the BMW-owned marque.

According to Cars Direct, the incentive appeared in a recent dealer bulletin distributed by Rolls-Royce. It applies to 2025 and 2026 model-year Spectres leased through November 30.

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

The brand has quietly trimmed the lease offer from $7,500 to $5,000, with financing carrying an effective interest rate of about 4.6 percent APR.

Even with the credit, the U.S.-spec Spectre still costs more than it did during the now-ended $7,500 federal EV tax credit. That benefit, like the current lease credit, never extended to those who purchased the car outright.

The all-electric Rolls-Royce Spectre has been part of the lineup since 2023 and now comes in two versions. The base car produces 577 hp (430 kW / 584 PS), while the Black Badge version pushes output to 650 hp (485 kW / 659 PS), making it the most powerful model from Goodwood to date. Both use a 120 kWh battery, providing up to 266 miles (428 km) of range on 23-inch wheels.

Other Discounted EVs By High-End Brands

While a $5,000 reduction on a Rolls-Royce is unlikely to sway potential buyers, other luxury automakers are showing far more enthusiasm when it comes to incentives.

Maserati, for instance, has rolled out a substantial $50,000 offer for anyone purchasing or leasing the GranTurismo and GranCabrio Folgore, along with a $25,000 discount on the Grecale Folgore SUV.

More: Think The 2025 Celestiq Was Expensive? 2026 Says That’s Cute

Aston Martin, meanwhile, is looking to clear excess inventory in the U.S., introducing a round of incentives across its lineup despite not having a single EV in showrooms.

The reductions are $15,000 for the Vanquish, $12,000 for the DBX 707, $10,000 for the DB12, and $7,000 for the Vantage. These offers apply to both purchases and leases.

In 1969, the automotive world was a study in contrasts. Two concept cars, each wearing the same 512 badge yet conceived on opposite sides of the globe, were redefining what “experimental” could mean.

One was the competition-inspired V12-powered Ferrari 512 S Berlinetta Speciale, a supercar wedge that pre-dated the Lamborghini Countach concept by two years and looked like it could break the sound barrier. The other was a tiny orange ball of an EV from GM that could barely break the speed limit outside a school.

Related: GM Quietly Plots A Family Of Low-Cost EVs After New Bolt

We’ve taken a look at GM’s 512 Electric Experimental before, but the automaker has really jumped on the modern EV trend since then and has a new Chevy Bolt out for 2027, so the time feels right to throw the spotlight on it again.

How Small Is Small?

Designed strictly for urban duties and part of an entire family of experimental GM microcars displayed at the Transpo ’72 trade show that used a mix of electric, petrol and hybrid engines, the 512E was every bit as tiny as it looks in these pictures.

Measuring just 86.3 inches (2,190 mm) long and 56 inches (1,420 mm) wide, it was an incredible foot (300 mm) shorter than an original Smart ForTwo and 3 inches (75 mm) narrower.

Access to its two seats was through a weird combination of a lift-up canopy that makes it look like a helmet with the visor up and side-hinged front door that reminds us of one of those grandma bathtubs for the mobility impaired.

Tiny wheels are pushed into each corner and wear fat rubber, like the kind of thing you’d see on tuned Mini in 1969.

The wraparound canopy must make for excellent visibility, though even if it had A-pillars like elephants legs you’d have plenty of time to look around them.

Slow And Steady Power

The top speed is just 30 mph and it takes 12 seconds to get there, which sounds terrible until you remember that the Citroen Ami, the modern incarnation of this very idea, is also restricted to a similar speed (28 mph / 45 kmh).

More: Secret Corvette Prototype GM Never Wanted You To See Is Going To Auction

Citroen quotes a 47-mile range, which the 512E beats by 11 miles (though certainly measured differently), but the Ami can be fully charged in four hours compared with seven hours for the GM satsuma.

Where they differ most, of course, is in the design of the batteries providing those range miles. Like all modern EVs, the Ami uses lithium ion batteries, whereas the 512E relies on old-fashioned lead-acid packs from Delco-Remy.

The fiberglass-bodied GM car is still surprisingly light at 1,250 lbs (567 kg), though the Ami is lighter still at 1,065 lbs (483 kg).

The 512E project didn’t put a tiny EV in Chevy showrooms during the 1970s or 1980s, but the fact that GM unveiled the Impact EV concept, and put it into production as the EV1 six years later, proved that it hadn’t given up on the idea of small electric cars.

Half a century later, GM is still in that game, this time with the upcoming 2027 Bolt, though one can’t help but wonder how much more fun it’d be with a flip-up canopy and a hint of that 1970s optimism.

GM

Chinese automakers have been bombarding us with new and updated models faster than our browsers can keep up, but every once in a while, one stands out for more than just novelty. The Zeekr X is one of those. A sibling to the Volvo EX30, it carries sharper styling, a dash of swagger, and a promise of premium polish that suggests it’s aiming a little higher than your typical Chinese EV.

Review: Subaru’s Ascent Is Good At Everything Except Winning You Over

The Geely-owned brand has recently landed in my home country, Greece, giving me the chance to see what the compact-sized Zeekr X is all about and, more importantly, take it for a drive.

QUICK FACTS

* Manufacturer | **Prices in Greece including a €3,000 local incentive for EVs

The X was introduced in late 2023 as the entry-level EV in Zeekr’s growing lineup. It has already been updated in China with more powerful motors and new color and trim options, but those have yet to reach export markets.

Like its Volvo EX30 and Smart #1 relatives, it rides on Geely’s SEA platform, which also underpins the Lynk & Co 02. It even made headlines as Euro NCAP’s safest EV, outperforming some far pricier rivals, including the Porsche Macan. Still, there’s more to this compact SUV than a glowing safety score.

Aggressive Looks, Familiar DNA

Zeekr is still a young brand, having been born in 2021. In terms of styling language, there’s a clear family resemblance with Geely stablemate Lynk & Co, yet Zeekr sits higher in the group’s hierarchy, positioned above Volvo and Polestar in terms of its premium aspirations.

More: Volvo EX30 Cross Country Adds A Touch Of Ruggedness To Baby EV

The Zeekr X has a sharp and modern exterior that will make you look twice when it passes by. Its “double-edged” headlights, greenhouse, door handles, mirrors, and taillights are reminiscent of the Lynk & Co 02, though without the coupe-SUV stance.

Other highlights include the glossy black cladding around the wheel arches and a sharp character line on the profile that extends to the side windows.

Photos Thanos Pappas for CarScoops

At 4,432 mm long, it’s 199 mm longer than the Volvo EX30 and 28 mm shorter than the Lynk & Co 02. That puts it right among Europe’s compact premium EV-SUVs, including the BMW iX1, Audi Q4 e-tron, and Mercedes EQA.

Our press tester was the Long Range RWD variant, which sounds like a sweet spot in the lineup. It pairs a single 268 hp (200 kW) motor with the larger 69 kWh battery for up to 446 km (277 miles) of WLTP range. Visually, it rides on 19-inch alloy wheels rather than the 20-inch option which is reserved for the 422 hp AWD flagship.

Premium Aspirations

Open the frameless doors and you immediately sense that this brand aims for BMW territory in terms of perceived quality. Soft-touch materials cover most surfaces, complemented by futuristic ambient lighting and ASMR-friendly switchgear finished in copper.

The configurable switches on the steering wheel are a nice touch, as they can also serve as physical controls for the A/C so you don’t have to fiddle with the screen all the time.

More: Zeekr’s 007 GT Is One Sexy Looking Wagon Heading To Europe

The seats are upholstered in soft vegan leather and feature hard outer shells adding a futuristic note. Geely designers played safe in terms of the dashboard layout, combining a 14.6-inch central touchscreen with an 8.8-inch instrument cluster.

There is also a 24.3-inch augmented reality head-up display helping keep your eyes on the road. Equipment is generous, including a panoramic sunroof, a 13-speaker Yamaha sound system, and a full suite of ADAS.

Photos Thanos Pappas for CarScoops

Rear passengers are also treated well. Thanks to the longer wheelbase, the X offers noticeably better rear legroom and headroom than the Volvo EX30, making it a far more comfortable choice for adults or small families.

There is also plenty of in-car storage including a multi-functional central armrest. However, the boot is equivalent of a subcompact hatchback with a capacity of 362 lt (12.8 cubic feet), and the tiny 21 lt (0.4 cubic feet) frunk is mostly for storing charging cables.

Comfort Is the Key

My drive was brief, just a few hours during the local media presentation, so this is not a full review, but it was enough to get a good feel for the Zeekr X’s personality.

As with the Volvo EX30, the excellent SEA platform has the robustness of larger segments. Here, it is combined with a softer suspension setup for even higher levels of comfort and slightly better soundproofing.

More: Zeekr Follows BYD With Free Self-Driving Systems In New And Existing Models

The steering has a nice feel, although I didn’t notice enough differentiation between the available modes (Comfort, Standard, and Sport). Still, the Zeekr X is more engaging than your average Chinese EV while keeping a neutral and predictable character in line with its Swedish R&D genes. The ADAS worked well overall, but a few over-eager alerts popped up on roads with faint lane markings.

Photos Thanos Pappas for CarScoops

Performance-wise, the 268 hp RWD version feels plenty quick for daily use, making the 422 hp AWD variant seem somewhat indulgent. Interestingly, China’s updated models have bumped outputs to 335 hp and 489 hp respectively, hinting that future exports could get an extra jolt of power.

Overall, the extra range that should be around 400 km (250 miles) in real-life conditions and the extra playfulness of the RWD make it the preferred choice from my point of view – especially considering it offers a nearly identical equipment at a lower price.

The 69 kWh battery pack doesn’t have the ultra-fast charging capabilities of the Zeekr 001 flagship, but can go from 10-80% in under 30 minutes when connected to an 150 kW DC charger.

How Much Does It Cost?

In Greece, where we tested it, the base Core RWD starts at €34,990 ($40,700), while the Long Range RWD sits at €39,990 ($46,500), and the top Privilege AWD costs €44,990 ($52,300). Each trim comes fully loaded.

The closely related Volvo EX30, by comparison, ranges from €36,175 to €48,448, while the larger Tesla Model Y starts from €36,175. All prices include Greece’s €3,000 EV incentive.

Another indirect competitor at a similar price point is the larger and more practical Tesla Model Y that currently starts from €36,175 ($42,100) in the same market. Keep in mind that all of the aforementioned prices include a €3,000 incentive for EVs.

More: Zeekr’s Flagship 9X Costs Lincoln Money But Crushes Hypercar Power

Zeekr representatives told us that the company plans on keeping prices consistent across all European markets. This means that the X will start from around €38,000 ($44,200) before incentives in Germany, undercutting its Volvo sibling and the Tesla Model Y by a couple of grand, while being almost €10,000 ($11,600) cheaper than the entry-level BMW iX1.

Eyes on Europe

Photos Thanos Pappas for CarScoops

Zeekr has sold a total of 550,000 vehicles since its inception in 2021. The European rollout of the brand started in 2023, with new countries being added every year. The next step is to enter major European markets including Germany, France, Spain, Italy, and the UK by the end of 2026.

The brand’s R&D and design hub in Gothenburg, Sweden and regional offices in Amsterdam, the Netherlands, complement its Chinese operations, signaling long-term European ambitions.

Beyond the X compact SUV, Zeekr is currently offering the 7X midsize SUV and the 001 flagship shooting brake in the Old Continent. Still, the company’s Chinese lineup is much broader, including the 007 sedan, the Mix and 009 minivans, and the new 9X flagship SUV.

Verdict

After a short but telling encounter, the Zeekr X left a lasting impression. It feels more spacious, more comfortable, and more polished than the Volvo EX30 it shares bones with, while coming in cheaper. The ride quality, cabin refinement, and safety credentials suggest it’s one of the most convincing Chinese EVs yet to reach Europe.

If you can get past the unfamiliar badge, the Zeekr X makes a compelling case as a smart, well-rounded alternative in the compact electric SUV space.

Tesla’s annual shareholder meeting was absolutely full of news. More than 75 percent of the company’s shareholders voted to approve Elon Musk’s one-trillion-dollar compensation plan, split into 12 tranches of shares that unlock only if Tesla meets a series of milestones over the next decade. Musk also confirmed that series production of the long-awaited CyberCab will begin in April next year.

Also: Elon Musk’s Trillion Dollar Pay Hinges On A Bet That Could Break Tesla

The Roadster 2 demo is now slated for the same month, and in classic Musk style, the timing isn’t without a joke. He says it’s happening on April Fools’ Day, partly because it “affords some deniability.” If the demo slips, he quipped, “I could say I was just kidding.”

What’s New With the Semi?

And then there’s the Semi, which is heading for a redesign and full-scale production next year, following its unveiling all the way back in 2017 The redesigned Class 8 hauler gets meaningful efficiency gains, higher payload capacity, and a package clearly engineered around Tesla’s autonomy ambitions.

While the original Semi entered limited production back in 2022, this is a full-scale update with big aspirations and changes.

Efficiency is the biggest news. Tesla claims energy consumption drops to 1.7 kWh per mile, a 15 percent improvement over the current Semi. Paired with a 500-mile range rating, the update positions the new truck more competitively against rivals from Daimler and Volvo.

Drive power holds at 800 kW, but Tesla says that internal improvements under the skin, such as cooling, software, and thermal routing, provide more consistent performance under load.

Fast Charge Future

Another major upgrade is charging. The new Semi supports a peak rate of 1.2 MW (1,200 kW). That eclipses the current Megacharger output and allows for significantly shorter high-volume charging stops when paired with compatible infrastructure. Payload capacity also increases, though Tesla didn’t reveal by how much.

Visually, the Tesla truck looks a lot more like the rest of the family now. It gets a new Model Y-style front light bar, cleaner body surfacing, and a reshaped roof to improve aerodynamic flow. The black glass side panel is narrower, the bumper is reworked, and that continues to the wheel openings.

Read: Tesla’s Cybercab Might Become The Affordable Model 2 After All

Tesla frames all of this as groundwork for a future autonomous freight platform. Amazingly, the brand and its CEO avoided reaffirming any specific Level 5 self-driving timelines.

How Fast Can It Build the Cybercab?

Elon Musk didn’t stop at teasing the Cybercab itself; he also boasted about how it would be built. According to him, the dedicated production line will operate on an astonishing sub-10-second cycle time, compared with the roughly one-minute rhythm it currently takes to assemble a Model Y.

If that target holds, Musk suggested, it could translate to an annual output up to five million Cybercabs, a figure that would eclipse the production pace of nearly any vehicle on the road today. Still, as with most of Musk’s projections, take everything said with a grain of salt.

Either way, it’s going to be a wild year for Tesla. From Semi production ramp-up to the launch of the Cybercab and the potential demo of the Roadster, there’s a lot to live up to and lots that could go wrong.

Volkswagen has stepped back from its earlier plans to introduce fully electric or plug-in hybrid versions of the global-spec Amarok, choosing instead to stick with its familiar lineup of diesel and gasoline powertrains for now. The decision keeps the pickup rooted in its traditional formula, at least for this generation.

Unlike the South American Amarok, which still rides on Volkswagen’s own ladder-frame platform, the global model is built on the same underpinnings as the Ford Ranger.

More: VW Just Dropped An Electric Pickup And It’s Not The One You’re Expecting

Ford’s pickup truck already offers a plug-in hybrid setup combining a turbocharged 2.3-liter gasoline engine with a single electric motor, producing 277 hp (207 kW / 281 PS). A modest 11.8 kWh battery enables around 40 km (25 miles) of electric-only driving.

Why Skip Electrification?

Earlier this year, reports suggested Volkswagen was seriously evaluating an electrified Amarok, especially given it already had access to the Ranger’s compatible hybrid system. Yet that interest appears to have faded.

According to Australian outlet CarExpert, Nathan Johnson, Volkswagen Commercial Vehicles’ brand director, explained that CEO Stefan Mecha “made it clear … the PHEV and BEV Amarok is no longer being discussed at this point in time, in this generation,” emphasizing that it’s a global decision.

That doesn’t mean the idea is gone for good. Johnson hinted that the door remains open for the next Amarok, which could arrive near the end of the decade.

The current generation debuted in 2022, so a successor is still some years off, but by then electrification will likely be standard practice among midsize pickups, making a hybrid or electric version all but inevitable.

Another Hybrid Amarok Is Under Development

Volkswagen’s approach looks different in South America. There, the company continues to evolve the first-generation Amarok, which remains in production on VW’s original chassis. A refreshed version of that truck launched last year, and an all-new hybrid successor is already scheduled for 2027.

More: VW’s New Pickup Shares DNA With A Chinese Pickup You’ve Never Heard Of

The upcoming truck will ride on a ladder-frame chassis sourced from Chinese automaker SAIC, as part of its collaboration with Volkswagen. However, it will be manufactured at the General Pacheco factory in Argentina, backed by a $580 million investment.

Early teasers point to a close relationship with the Maxus Interstellar X, LDV Terron 9, and MGU9 pickup twins, though Volkswagen will apply its own design language to set it apart. The new hybrid Amarok will be limited to South American markets, sidestepping overlap with the global version.

Feeling smug about that 2 percent pay rise you just squeezed out of your boss? You won’t be when you hear that Tesla shareholders have voted to pay CEO Elon Musk up to $1 trillion over the next decade if the company hits a series of extremely ambitious market-value and performance milestones.

Around 75 percent of investors voted in favor of the award, which ties Musk’s payout to Tesla hitting long-term valuation goals rather than fixed salary or bonuses.

To access the full $1 trillion, Musk will need to boost the automaker’s market value from $1.4 trillion to $8.5 trillion and push it to make 20 million cars, a big jump from the 8.5 million it has produced in its lifetime.

Related: Yale Economists Quantify Exactly How Many Sales Musk’s Politics Cost Tesla

Other stipulations include achieving 10 million FSD subscriptions, putting 1 million Robotaxis on the street and delivering 1 million Optimus robots, CNBC reports.

The payout will happen in stages and won’t come in the form of giant check or pile of bills. Instead Musk will be awarded “hundreds of millions” of additional Tesla shares, which could lift his stake in the firm form 13 percent today – already making him the biggest single shareholder – to as much as 29 percent in a decade’s time.

The vote comes after senior Tesla’s board members publicly warned that without the deal, Musk might shift his focus elsewhere. This is a man, after all, with plenty of other gigs on the go, including SpaceX, Neuralink, and xAI, an OpenAI rival some Tesla shareholders want the automaker to invest in.

A controversial CEO

But the approval arrives at a delicate time for Tesla. Sales have been weaker than expected in key markets, despite the company recently giving the Model Y and Model 3 major updates meant to boost demand.

Prices have been cut repeatedly, margins have thinned, and both legacy Western brands and younger Chinese ones are now producing their own EVs and eating into Tesla’s pie.

And then there’s the Cybertruck. The stainless steel truck generated a ton of media coverage, but demand has failed to live up to the hype.

On top of that Tesla has been hit by multiple lawsuits about crashes allegedly related to its cars’ driver assistance tech, US regulators are also investigating the safety of those same systems and a recent study showed Musk’s right-wing affiliations have cost the company billions of dollars in lost sales.

Banking on AI

So why are shareholders still willing to back a jaw-dropping compensation deal? Two words: Robotaxi and AI. Musk has repeatedly said Tesla is on the brink of full self-driving automation and many investors believe only Elon Musk can lead that transformation.

If Musk can turn that vision into reality, the trillion-dollar pay plan suddenly stops sounding theoretical. But that’s a big if, and here’s another slightly smaller one: if you were a shareholder, would you have voted to approve Musk’s mega-pay package? Leave a comment and let us know.

BMW introduced the updated i4 lineup earlier this year and now the company has announced US specifications. They’re worth getting excited about as customers will find more power and range.

Also: First Look At BMW’s New iX4 Coupe SUV

Kicking things off with the entry-level i4 eDrive40, the model gains more efficient SiC inverters from the i5. Thanks to the change, the car offers up to 333 miles (536 km) of range when equipped with 18-inch wheels. That’s an improvement of 15 miles (24 km).

Upgrading to 19-inch wheels comes at a cost as the range falls to 307 miles (494 km). However, that’s still 12 miles (19 km) more than last year’s model.

Meet The New i4 M60

The i4 M50 gives way to the new i4 M60, which gains power as well as new SiC inverters. Starting with performance, the car now produces 510 hp (380 kW / 517 PS) at start-up. That’s a sizable increase of 41 hp (31 kW / 42 PS).

When My Modes Sport is selected, the output climbs to an impressive 593 hp (442 kW / 601 PS). That’s up 57 hp (43 kW / 58 PS) and it means the car can rocket from 0-60 mph (0-96 km/h) in a mere 3.6 seconds. To put that into perspective, that’s a half second faster than the standard M3 and is almost as quick as the M3 Competition xDrive.

More: BMW’s Most Popular M Car Just Got More Powerful

Aside from the extra oomph, the model is more efficient than its predecessor as M60s with 19-inch wheels have 278 miles (447 km) of range. With 20-inch wheels, the model maxes out at around 232 miles (373 km). Those are improvements of 11 miles (18 km) and 5 miles (8 km), respectively.

Besides increased range and performance, there are a handful of other minor updates. All models now come with a Seal & Drive Tire Kit, while a Drive Recorder has been added to the Parking Assistant Professional package. Customers can also get optional glass controls on all i4 models.

On the styling front, there isn’t much to report. However, black mirror caps and M Sport brakes with blue calipers are now part of the Shadowline package on the i4 eDrive40 and xDrive40. These items are also available as standalone options.

The 2026 i4 will go into production in November and pricing starts at $57,900 for the i4 eDrive40. The i4 xDrive40 will set you back $62,300, while the range-topping i4 M60 begins at $70,700.

Electric car owners in the UK may soon find their zero-emissions glow dimmed slightly by the Labour government. Chancellor Rachel Reeves is reportedly preparing a pay-per-mile tax for EVs to help plug the giant hole left by declining fuel duty receipts.

Related: UK Brings Back EV Discounts But Only If You Don’t Spend Too Much

With more drivers ditching petrol pumps for charging cables, the Treasury suddenly finds itself missing billions in the “please drive somewhere so we can tax you for it” department.

The reported figure being floated? Around 3 pence ($0.04) per mile, which at 8,000 miles (12,900 km) a year would equate to a £240 ($315) bill. T

he government is expected to argue that while UK EV drivers might be disappointed by the new charge, they’ll still get a better deal than drivers of petrol and diesel-engined vehicles who pay around £600 ($784) per year in fuel duty.

But there’s no doubt the news first reported by The Daily Telegraph, if true – and these kinds of stories are usually leaked from within government – will be another blow to EV drivers, who from this year have been forced to pay the annual Vehicle Excise Duty previously only payable by petrol and diesel drivers.

Factor in that £195 ($255) annual VED bill, and an EV owner covering 8k miles a year could be asked to pay £435 more to drive their car in 2028, when the scheme is alleged to go live, than they did in 2024.

On the positive side, the new Labour government did introduce grants of up to £3,750 for buyers of new electric cars three years after the previous government axed the original scheme.

It’s not clear how such a scheme would be monitored; reports suggest that it would be up to drivers to volunteer their own mileage estimate figures for the coming year, rather than the government electronically tracking them. If they were later found to have driven more or fewer miles than estimated, they could either get a rebate or a bill.

EV drivers aren’t the only ones left dismayed by the still-unofficial news. The UK’s Society of Motor Manufacturers and Traders (SMMT) said it recognized the need for a rethink over vehicle taxation.

However, it described pay-per-mile as “entirely the wrong measure at the wrong time,” one that would end up “deterring consumers and further undermining industry’s ability to meet ZEV mandate targets, with significant ramifications for perceptions of the UK as a place to invest.”

Honda used its Automotive Technology Workshop to share new details about a next-generation platform that will form the backbone of its upcoming hybrid range. The new architecture is set to underpin models such as the Civic, HR-V, CR-V, Accord, and several others, marking a major step in the brand’s transition toward cleaner and more efficient vehicles.

The new platform’s design centers on improved rigidity to sharpen handling, a development that will also influence Honda’s future EV structures. Engineers have managed to reduce overall weight by 90 kilograms (198 pounds) compared to the current setup.

According to Honda, these changes will make future models both more engaging to drive and more economical at the pump.

More: Honda Bets On A New Hybrid V6 Instead Of Going All Electric

Honda has also drawn on its robotics expertise to introduce a new Motion Management System, designed to enhance stability and steering response. Complementing this is an upgraded Agile Handling Assist system, now paired with a pitch control feature to deliver steadier behavior across a variety of road surfaces.

Another focus area is modularity. The updated platform will allow for more than 60 percent parts commonality between models, streamlining development and manufacturing while reducing costs.

Next Civic Prototype

Among the vehicles being tested on this new foundation is a camouflaged Civic mule, previewed in these official photos you see here. The test car wears the body of the current Civic but features a noticeably bulkier front end, boxier bumper design, and a longer overhang. These changes are purely functional, meant to accommodate and evaluate the new underpinnings rather than preview final styling.

More: Honda’s New Electric SUV Might Be Small But Its Global Ambitions Are Big

The extensions on the front and rear fenders hint at wider tracks, while the inserts on the hood could be related to aerodynamics.

The tail is carried over from the existing Civic sedan, but it gets dual tailpipes. Of course, the design of the final product will be different, as this vehicle is only intended for testing the new underpinnings.

Prelude Tricks Trickle Down The Range

The upcoming hybrid powertrain is expected to pair a 2.0-liter gasoline engine with electric motors, offering better performance with higher efficiency. It will also borrow certain traits from the Prelude coupe, including the Honda S+ Shift system. This feature mimics gear changes through sound and torque modulation, adding a familiar rhythm to the driving experience despite the absence of a physical gearbox.

The fake gearshifts will also find their way into the Super-One EV. The urban hatchback that debuted at the Japan Mobility Show will have a simulated seven-speed setup, an active sound control system, and a “Boost” driving mode, making the best out of the fully electric powertrain.

It rides on a lightweight platform evolved from the N Series kei cars, with a wider stance and a battery pack mounted under the floor. The Super-One will arrive in Japan from 2026, followed by the UK, Europe, and other Asian countries.

Honda’s long-term vision reaches well beyond product development. By 2050, the company intends to achieve full carbon neutrality across all its vehicles and corporate operations. In that same timeframe, it also aims for a world where traffic collisions involving its motorcycles and cars result in zero fatalities.

Honda

Low-resolution images of Renault’s new Twingo E-Tech leaked earlier this week, proving that the production car delivers almost all of the want-one factor that made the 2023 concept such a hit. But that leak only gave us half the story.

Today Renault gave its new baby EV a proper debut and filled us in on all the technical details that reveal whether the Twingo has some substance to go with that style.

Related: The New Renault Twingo Just Leaked And It’s Every Bit As Cute As You Hoped

We’ll not dwell too much on the exterior in light of the earlier leak and the fact that you can make up your own mind about the appeal of the cartoonish DRLs and whether you prefer the finished Twingo’s conventional door handles to the concept’s flush-fit versions.

However, we can probably all agree that the design works whether or not you remember the 1993 original it clearly apes, and to our eyes, it kicks BYD’s Dolphin Surf into next week.

The platform

So what is under the skin? Renault’s kept things simple, using a shortened version of the AmpR Small platform found under the 4, 5 and the 5’s Nissan Micra cousin. But where the 5 gives buyers the choice of 40 or 52 kWh batteries, the Twingo E-Tech makes do with a much smaller 27.5 kWh LFP battery to keep costs down and reflect its urban intent.

Small battery, solid city range

Renault says the pack has a new type of chemistry that is less dependent on cobalt and nickel and gives a WLTP range of 163 miles (262 km), versus 155 miles (250 km) for VW’s ID. Every1 concept, a thinly disguised preview of next year’s ID. Up.

DC charging is capped at a slothful 50 kW in the Twingo, but that should be viewed in the context of the battery size. Because it’s so tiny a 10-80 percent fill takes around 30 minutes.

How Quick Is It?

Power and performance figures follow a similar trend: they’re acceptable, but nothing special. We’re willing to bet Renault will add more powertrain options in time, but the sole setup available from launch consists of a single, front-mounted motor that makes 81 hp (82 PS / 60 kW) and a marginally more impressive 129 lb-ft (175 Nm). A Model 3 Plaid, it is not.

Zero to 62 mph takes 12.1 seconds, but let’s be honest, the Twingo’s natural habitat is the supermarket car park, not Silverstone. 

Tiny, but only on the outside

The party trick here isn’t the drivetrain anyway – it’s the packaging. At just 3,790 mm (149 inches) long, with a 2,490 mm (98 inches) wheelbase and weighing only 1,200 kg (2,650 lbs), the Twingo squeezes in what Renault says is proper adult space that rivals the roominess of cars from the segment above.

And the two independently sliding rear seats that can move up to 170 mm (6.7 inches) to trade legroom for the luggage kind.

And there’s a ton of it. Up to 360 liters (12.7 cu-ft) or over 1,000 liters (35.3 cu-ft) if you fold the rear seats. Now those are impressive stats – a Fiat 500e has half the carrying capacity, the supposedly bigger Renault 5 only provides 326 liters (11.5 cu-ft), and even a bigger-again VW Golf only gives you 381 liters (13.5 cu-ft).

Renault says you can also access the 50-liter (1.8 cu-ft) underfloor storage area even when you’ve already got stuff in the trunk.

Inside, Renault has tried hard to retain as much of the concept’s pizazz as possible while also cutting out enough cost to bring the Twingo to the street for “less than £20,000,” according to the UK PR team.

The final bill could be much lower because earlier reports suggested Renault was targeting €20,000, which is only £18k/$23k, and what Renault needs to reach to compete with BYD’s Dolphin Surf.

Lipstick gearstick

The dashboard features color-coordinated trim, the roof lining hides a “Twingo alphabet” pattern, and the gear selector is a customizable “e-pop shifter” shaped like lipstick. Because why shouldn’t your car be allowed to have personality, eh VW?

Tech is handled by a 7-inch digital cluster and a 10-inch central screen, with Google Maps and Google Assistant on top trims.

The Twingo even has its own avatar sidekick named Reno, who can help with charging info or answer questions like a tiny electric French Jeeves, and delivers an electronic welcome fanfare courtesy of Jean-Michel Jarre.

Is Renault Onto Something?

To sum up then, the Twingo looks great and has a freakishly large trunk but won’t set any records for range or acceleration. But if Renault can keep that price low enough – we’ll find out in the coming months – it has all the makings of a massive hit, and one that could potentially steal more than a few sales from the more expensive 5 E-Tech.

We’re looking forward to seeing how VW’s ID.Up compares when the two go head to head in 2026.

Renault

Bentley has shared new details about its upcoming electric SUV, the brand’s first, while also suggesting that its petrol engines, which were once set for retirement by 2030, may now continue beyond 2035.

Related: This Is Bentley’s First EV And It’s Built To Haul More Than Just Your Ego

The British company claims their upcoming EV, working title: Luxury Urban SUV, will offer “industry-leading” charge speeds that will enable it to add 100 miles (161 km) of range in just seven minutes.

The posh electric utility, which at just under 5 m (197 inches) long is smaller than a Bentayga, is due to make its world debut in late 2026 before arriving in dealerships the following year.

Teasing the Shape

A teaser image of the EV covered by a black sheet and parked inside Bentley’s Crewe factory shows an SUV with a Range Rover Velar-style sporty profile.

It has a dramatic windshield rake, narrow glass area and a tapering roofline that drops into rear window with a slant that says the designers were definitely prioritizing glitz over cargo capacity. The links to Bentley’s recent EXP15 concept are clear, even if the production EV is more SUV than coupe.

Shared DNA With Porsche

Under the skin it will likely share plenty with Porsche’s Cayenne Electric, and could get the same 108 kWh battery. The Porsche will come with three powertrain options delivering 394 hp (400 PS / 294 kW) for the base Cayenne, 592 hp (600 PS / 441 kW) in S trim, and 794 hp (805 PS / 592 kW) as a Turbo, and Bentley could cherry pick the more potent two of those three.

“Our first fully electric Bentley, the world’s first true Luxury Urban SUV, represents a bold step forward, it embodies our vision for sustainable luxury and technological excellence,” said Chairman and CEO, Dr. Frank-Steffen Walliser while offering an update on Bentley’s Beyond100+ electrification strategy.

“With industry-leading charging capability and unmistakable Bentley character and design, it marks the beginning of an exciting new era for our brand – a future defined by innovation, craftsmanship, and sustainability,” Walliser added.

But behind the scenes Walliser knows that the market for electric luxury cars hasn’t exploded with anything like the force experienced by mass market brands.

How Long Will Gas Survive?

Bentley, which once planned to go EV-only by 2030, and later extended the deadline to 2035, now says it will continue to sell hybrid-engined cars until “at least” that date, hinting that it is prepared to push the switchover date back again depending on customer demand and legislation.

And that wasn’t the only good news for combustion fans. Bentley confirmed it’s developing a limited-production ICE model with no hybrid technology, due to make its first appearance next week.

Wearing the Supersports badge, the car will be a stripped-out, rear-wheel-drive GT powered by a twin-turbocharged V8 producing around 640 horsepower. Perhaps more importantly, it’s expected to lose several hundred pounds over the GT Speed.

The automaker also recently revealed a new Bentayga Speed whose 641 hp (650 PS / 478 kW) comes from a non-hybrid V8.

Baldauf

BMW’s next generation of models is rolling out fast, and the brand isn’t shy about spreading the Neue Klasse concept across its range. What began with the iX3 will soon expand to the fully electric i3 sedan, and not long after, the iX4 Coupe SUV too, which we covered earlier today.

The 1-Series hatchback is also being prepared for a new chapter, one that could see it offered with both combustion engines and electric power. The EV variant, expected to wear the i1 badge, might resemble what you see here in these new renderings.

Read: BMW Will Keep The 1 Series Alive And Upgrade It With The i1 EV

Created by digital artist Sugar Design, the i1 hatch blends cues from the Neue Klasse concepts with elements of the second-generation iX3. At the front, it wears BMW’s latest interpretation of the kidney grille.

Unlike the iX3, this interpretation of the i1 uses the elongated grille design previewed by the Neue Klasse sedan concept, merging the lighting units into a single visual element.

Sugar Design

Of course, it’s the overall shape of the i1 that has us really excited. It has an elongated roof and a steeply raked rear window, giving it the Shooting Brake vibes that so many car enthusiasts love, all in a more compact, hatch profile.

Admittedly, not having a more upright rear window would impact luggage capacity, but if you look this cool, who cares?

The Next 1-Series

Earlier this year, the senior vice president of BMW Brand and Product Management, Bern Koerber, underscored the importance of the combustion 1-Series and said that it will live on. The current ICE model is crucial in markets including Greece, Spain, and Italy, and serves as an appealing entry into the BMW family.

Technical details about the next-generation 1-Series are still limited, though it’s expected to share much of its underpinnings with other Neue Klasse models. It may also incorporate components from within the broader BMW Group, particularly from Mini.

Sugar Design

If you thought Peugeot planned to just tweak its designs for the next chapter, think again. The French brand has dropped a single teaser image of its new “Polygon” concept, a strong preview not just of the coming generation of its big-selling 208, but of an entire reinvention of its design language.

Related: Hypersquare Steering On Road Cars By 2026, Peugeot CEO Says

There’s no half-measure here. Peugeot’s current lineup of cars and SUVs is already distinctive, but the company’s designers seem to have no qualms about moving on with an even more futuristic theme.

Hints of the Past, Vision of the Future

However, you can still see echoes of the classic 205 in the triangular-shaped B-pillar and its pill-shaped badges. That’s about where the retro cues end, though.

The Polygon’s long, near-horizontal windshield looks like the kind of thing you’d expect to see on a mid-engined exotic, not a humble subcompact, and the wheels are pushed so far out you can almost feel the tension in the doorskin, which is pinched to exaggerate a lean, muscular look.

The grille-less nose tells us this is an EV and could be carried over to production mostly intact, though we doubt the partially-glazed roof will manage the same kind of transition.

Steer-by-Wire Takes Center Stage

One aspect that definitely will, though, is the steer-by-wire system, which Peugeot says is “central to the driving pleasure of future Peugeot vehicles and the Polygon concept itself.”

The high-tech steering system – Lexus uses something similar on the RZ – gets a suitably futuristic new steering wheel, that we can’t really see on this teaser image, but were introduced to on a previous Peugeot concept in 2023.

Called Hypersquare (though actually rectangular), the wheel has four holes, a design echoed in the four road wheels.

Shared DNA Across Stellantis Brands

Like its Stellantis cousin, the next Vauxhall/Opel Corsa, which was previewed in August by the 789 hp (800 PS / 588 kW) GSE Vision Gran Turismo concept, the production 208 is expected to ride on the new STLA Small platform when its unveiled late in 2026.

We’ll have to wait for the full Polygon reveal next week to get our hands on any tech spec, but don’t be surprised if it’s packing the same 82 kWh battery the GSE promised, something that would represent a big step up over the 52 kWh pack in the current e-208.

Peugeot’s 2023 Inception concept teased the Hypersquare steering wheel

Update: Not long after the first prototype of BMW’s upcoming iX4 was caught testing out in the open, digital artists wasted no time trying to imagine what the final production model might look like. The early spy shots offer just enough visual clues to fuel some well-informed renderings, even as BMW keeps the real details under wraps.

More: This BMW M7 Super Sedan Is Too Good To Be Real

With its close ties to the new iX3, connecting the dots isn’t especially difficult, though a few surprises may still surface in the finer details, particularly around the taillights.

Illustrations Sugar Design

These digital interpretations from Sugar Design present a convincing idea of BMW’s next electric crossover, a model positioned squarely against one of the world’s best-selling EVs, the Tesla Model Y.

Both share a similar overall silhouette, marked by a hatchback-style arched roofline and a steeply slanted rear window that lends the iX4 a more dynamic profile, though the BMW shows more individuality in its detailing, particularly around the front fascia.

Original story continues below.

Illustrations Sugar Design

The aging X4 will bow out of production later this month, closing the chapter on BMW’s internal-combustion SUV coupe without a direct ICE successor. Yet the story doesn’t end there.

BMW is already working on a replacement, but it reimagines the formula for the electric age. The all-new iX4 is designed as a sportier counterpart to its square-roof sibling, the Neue Klasse iX3.

Our spy photographers captured the first camouflaged prototype during development testing. At a glance, the iX4 appears to borrow its front end from the iX3, including the headlights, grille, bumper, hood, and fenders.

From the B-pillar rearwards, though, the bodywork tells a different story. The profile has been reworked with a sloping roofline that flows into a fastback-style tail.

SH Proshots

The rear glass is more steeply angled than on the outgoing X4 and carries a discreet spoiler at its tip. Its sportier posture is further accentuated by broader, muscular rear shoulders that appear cleaner and more sculpted than those of the smaller, boxier X2 and iX2.

At the rear, the iX4 features slim LED taillights positioned close together, while the license plate has been relocated to the bumper. The prototype sits on ten-spoke alloy wheels with a diamond-cut finish, though it remains uncertain whether this design will make it to the production version.

Although exact dimensions remain unconfirmed, the iX4 is expected to be marginally longer than the new iX3, which measures 188.3 inches (4,783 mm), while maintaining the same 114.1-inch (2,898 mm) wheelbase. It may also improve upon the iX3’s already low drag coefficient of 0.24 cd.

Inside, the iX4 will mirror the iX3 almost entirely, keeping the same layout, sans some headroom for the rear passengers.

More: BMW M’s iX3 Is Hiding Something Under Its Hood

That means BMW’s Panoramic iDrive stretching pillar to pillar, a 17.9-inch infotainment touchscreen, and an optional 3D head-up display, all running on the new BMW Operating System X.

The new model will be built on the Neue Klasse architecture, meaning it will be offered exclusively as a battery-electric vehicle. Its powertrain range is expected to mirror that of the iX3.

More: BMW’s X1 Will Get A Radical Makeover With Neue Klasse Style And Tech

Currently, the iX3 50 xDrive delivers 463 hp (345 kW / 469 PS) through dual electric motors, while future variants are expected to include single-motor rear-wheel-drive options and higher-performance M-badged versions.

The BMW iX4 is expected to debut in late 2026. It will be the second fully electric coupe SUV from the Bavarian company, following the iX2 that was introduced in 2023. A larger iX6 is also rumored to follow at a later stage.

SH Proshots

The Twingo is about to enter its fourth generation on November 6, yet a batch of leaked photos beat Renault to the punch, offering a clear look at both its exterior and interior before the official reveal. The little city car seems ready to make a comeback with familiar charm and a new electric heart.

The production version mirrors the 2023 concept almost to the letter. Only some small adjustments stand out, such as traditional door handles, wheel covers, slightly altered LED lighting, and reshaped bumpers with protective cladding for everyday practicality.

More: Renault’s $185,000 R5 Turbo Exposes What’s Really Wrong With EVs

The new Twingo keeps its frog-eyed face, compact one-box profile, and rounded rear that echo the spirit of the 1992 original, now stretched into a larger five-door body.

Altogether, it feels like another well-judged effort from Renault’s design team, following in the footsteps of the slightly bigger R5 that drew attention for its clean styling.

What’s It Like Inside?

Inside, the cabin carries over much of the concept’s personality but tones down the materials for production reality. Hard plastics replace the show car’s high-end surfaces, and the seats now wear traditional fabric upholstery.

The dashboard hosts a floating infotainment screen above a smaller instrument cluster that looks familiar from Dacia’s parts bin.

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Fortunately, Renault has kept physical climate controls on both the center console and the steering wheel. A yellow insert across the dashboard brings a splash of color, joined by an odd red piece between the front seats.

What Powers It?

Unlike its predecessors, the fourth generation of the Twingo will be exclusively available with a zero-emission powertrain. It will ride on the group’s AmpR Small architecture (former CMF-BEV), shared with the larger R5, R4, and Nissan Micra.

Renault has yet to release the detailed specifications, but the city car is expected to be fitted with a single electric motor and use a small lithium iron phosphate (LFP) battery.

The Twingo Against The World

In Europe’s A-segment, the Twingo will face competition from small EVs like the Dacia Spring and Leapmotor T03, as well as the upcoming VW ID.Every1 and an unnamed Nissan sibling. It will also overlap with budget-friendly B-segment contenders such as the Fiat Grande Panda and Citroën e-C3 twins.

Back in 2023, Renault’s then-CEO Luca de Meo promised that the new Twingo would start from under €20,000 ($23,000) before subsidies, with lease deals for as little as €100 ($115) per month.

Whether those numbers hold in today’s market remains to be seen. All should be confirmed on November 6, along with the technical breakdown and European rollout details.

Since the debut of the Iconic SP concept at the 2023 Japan Mobility Show, Mazda enthusiasts have been waiting for the day it leaves the stand and hits the street. The coupe sparked immediate speculation about a spiritual successor to the RX-7, and top Mazda execs have been eager to keep that hope alive.

Yet, the latest reports suggest that the journey from concept to reality might not be as smooth as fans would like.

More: Mazda Vision-X Compact Might Be A Little Too Friendly

In late 2024, Mazda Design Chief Masashi Nakayama said the Iconic SP was “designed with real intent to turn it into a production model,” a goal echoed by CEO Masahiro Moro: “We still persist in making it happen.” Chief Technical Officer Ryuichi Umeshita later called it “a good successor for the RX-7,” though he admitted the project still needs a sound business case.

How Close Is It to Reality Now?

Our colleagues at Autocar recently spoke with Umeshita to hear how development of the much-anticipated model is progressing. The Chief Technical Officer was candid: “Let me answer personally—that is my dream car. I want to make it real. Technology-wise, I believe it’s possible. The only outstanding issue is financial.”

Earlier this year, Mazda trimmed its planned budget for electrification by half a trillion yen ($3.3B). The company is pursuing a “Multi-Solution” strategy that blends BEV, hybrid, and combustion engines rather than going all-in on electric.

More: Mazda Brings Back Turbo Rotary Engine With Vision-X Coupe

Between developing an EV-specific platform, a new hybrid setup, and the upcoming SkyActiv-Z engine, Mazda’s resources are already stretched thin. In that light, a bespoke sports car might not sit at the top of the spending list.

Rotary Revival With A Turbo

Even so, the idea hasn’t been shelved. The Vision X Coupe concept, unveiled at the 2025 Japan Mobility Show, shows Mazda hasn’t turned its back on the rotary dream.

If anything, it confirms that the company is still invested in the technology that defined some of its most celebrated cars as that study is powered by a hybrid unit with a turbocharged rotary engine.

Umeshita underlined that continuity: “We have re-established the rotary engine development team, and we know that our DNA is in sports cars, so I would never say we gave it up.”

The Vision X Coupe’s plug-in hybrid setup pairs a turbocharged rotary engine with an electric motor for a combined 503 hp (375 kW / 510 PS) and includes carbon-capture technology. By contrast, the Iconic SP’s range-extender system produced 365 hp (272 kW / 370 PS).

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Mazda’s next step is to cut emissions from the rotary engine further, which could eventually allow it to drive the wheels directly rather than serving solely as a generator. Engineers estimate this evolution will take another “two to three years” of development.

Will the Next MX-5 Carry the Torch?

While Mazda’s design and engineering teams work toward reviving the rotary legacy, the brand’s future in sports cars looks brighter than it has in years.

Alongside the potential RX successor, Mazda has confirmed that the next-generation MX-5 roadster will arrive later this decade. The upcoming Miata will stay true to its lightweight spirit, equipped with a larger-displacement SkyActiv Z engine and, reassuringly, a manual gearbox.

Source: Autocar