For over twenty years, the Toyota Highlander has quietly been a heavy hitter. It’s never been wildly flashy, it’s never pretended to be an off-road giant, and yet, it’s been one of Toyota’s most important family haulers. Even with the arrival of the larger Grand Highlander that siphoned off some spotlight (and a fair share of sales), the original has held steady as a central figure in the lineup.

Read: Subaru’s Next SUV Is Big, Electric, And Very Toyota

Now, for 2027, the brand is tearing up what seemed like a tried and true formula for something much bigger and far bolder than ever before. This all-new Highlander is an EV aimed squarely at the heart of the mid-sized market. 

QUICK FACTS

Again, this isn’t just a new generation of the Highlander. It’s like a train switching tracks altogether. Buyers can’t get a gas-powered version, no matter how much they pay. That alone makes this a huge shift but Toyota didn’t stop there. This new SUV arrives with a new platform, larger proportions (color us shocked), and more technology than ever before. 

Bigger And Bolder

Photos Stephen Rivers/Carscoops

Visually, the new Highlander leans heavily into the new styling that we’ve seen from the brand in recent years. Who would’ve guessed that the Prius would spark a styling revolution? Nevertheless, that’s what’s happened, and the hammerhead front-end has slowly moved from Toyota’s most famous hybrid to the BZ line and now to the Highlander. In this case, that equates to an aerodynamically slippery front end, slim LED DRLs, flush door handles, and broad fenders. 

More: Toyota’s Most Forgettable SUV Outsold Mitsubishi’s Entire Lineup

It’s also considerably larger than the last-gen Highlander. Overall length jumps to 198.8 inches (+3.9 in.), width to 78.3 inches (+2.3 in.), and height to 67.3 inches (-0.8 in.). More importantly, the wheelbase now stretches to 120.1 inches (+7.9 in.). Don’t forget that the very first Highlander had a wheelbase of 106.9 inches (2,716 mm).

Photos Stephen Rivers/Carscoops

The two share little more than a name at this point. That said, the roofline is lower than the outgoing version. Combining that lower roof with a longer and wider body provides a planted stance. 

Toyota says those revised proportions weren’t just about aesthetics. The longer wheelbase allows for a roomier cabin, easier third-row access, and better overall packaging for the battery underneath. Ultimately, it’s all about how the car shuttles passengers, so let’s dive into that interior space. 

Cabin Acoutrement

From the front seats, what stands out most is that this Highlander feels more elegant and straightforward. Everything is centered around a 14-inch infotainment system and a 12.3-inch digital gauge cluster. Thankfully, Toyota includes physical buttons and switches for vital functions like climate controls. 

Both trims come standard with SofTex upholstery, heated front seats, customizable ambient lighting with 64 colors, and Toyota’s latest multimedia system. A panoramic glass roof is available on the base XLE trim and standard on the Limited. It’s the largest ever fitted to a Toyota. 

Photos Stephen Rivers/Carscoops

In the second row, things are pretty stellar as well. Captain’s chairs are standard. Buyers of the XLE AWD can choose an optional bench to increase seating from six to seven. Perhaps the boldest claim from Toyota is that the third row can comfortably fit adults. 

Review: The Toyota Grand Highlander Is A Jack Of All Trades, Master Of Some

After sitting in it myself, I can say that short adults might find it perfectly livable. No question, it has some nice features like USB-C ports, climate vents, and the flexibility to recline the backrest a little. That said, please don’t try to carry around taller folks back there for very long.

Photos Stephen Rivers/Carscoops

Toyota lists cargo space at 45.6 cubic feet (1,292 liters) with the third row folded and 15.9 cubic feet (450 liters) with it upright. For comparison, the gas-powered Grand Highlander offers over 57 cubic feet behind the second row and just above 20 cubic feet behind the third. So while the new EV Highlander is spacious, it’s not quite as roomy as its larger sibling.

Power And Range

While all 2027 Highlanders use an electric powertrain, buyers do have a few options on that front. Toyota will offer a front-wheel drive XLE with a 77.0 kWh battery and 287 miles of range as the base model. It offers just 221 horsepower and 198 lb-ft of torque.

Above that is an AWD XLE with the same battery and 270 miles of range, but buyers can also spec a larger 95.8 kWh battery to acquire up to 320 miles of range. Those who opt for the Limited trim get both the larger battery and AWD standard, along with the same 320-mile range. 

Read: Toyota Just Swapped Its ‘Car Guy’ CEO For An Accountant

Performance varies by configuration. AWD models deliver up to 338 horsepower and 323 lb-ft of torque, while FWD versions make 221 hp and 198 lb-ft. Paddle shifters control regenerative braking, and AWD models add features like Multi-Terrain Select and Crawl Control—yes, even on an EV.

Charging hardware includes a standard NACS port for DC fast charging, with Toyota estimating a 10–80 percent charge in about 30 minutes under ideal conditions (which is a very important qualifier). A dual-voltage home charging cable is included, along with battery preconditioning and Plug & Charge capability.

Tech And Safety

Toyota has long led the way with regard to standard safety tech, and the Highlander gets to continue that legacy. It’s the debut vehicle for Safety Sense 4.0. It bundles updated driver aids, including pre-collision braking, adaptive cruise control, lane-tracing assist, and proactive driving assist. The Limited adds Traffic Jam Assist, Advanced Park, a panoramic view monitor, and lane change assist. 

Of all the big new tech features, vehicle-to-load might be the most likely to fly under the radar. It allows the car to power external devices, such as power tools at a job site, or to act as a backup power source during an outage. That’s a really beneficial feature for a family SUV trying to stand out. 

What’s Left?

Toyota still hasn’t allowed us to drive it, though we have good reason to believe it’ll be a positive experience. More on that in the next couple of weeks. For now, we know that sales begin late this year, but we still don’t have pricing. 

Normally, we’d make pricing the biggest key to success here, and no doubt, it’ll be vital. That said, the EV market in America is cooling off. Federal tax incentives are gone, and plenty of brands are backtracking or ditching EV goals altogether. For Toyota, putting this big a name on this EV says that it has a lot of confidence in how it’ll sell. 

It certainly helps that production will take place in the U.S. at Toyota’s Kentucky facility, with the battery sourced from North Carolina. That should eliminate much of the concern over tariffs and help to keep prices low. That said, it would be shocking to see this thing start at under $50,000.

Is a price above that figure attractive enough in this market? Only time will tell. If it’s lower than that, it’ll probably sell well despite the market thanks to one of the most recognizable names in the segment. 

Photos Stephen Rivers for Carscoops

The Xiaomi SU7 hasn’t been on the market for very long, but one owner in China put the electric sedan through its paces at a rate higher than most taxis. The model has covered an astonishing 165,134 miles (265,757 km) in just 16 months (476 days), offering a real-world look at how the EV hardware handles heavy use.

What is likely the highest mileage Xiaomi in existence was highlighted on a video that was uploaded on Bilibili by Jackson’s Sunset Drive. The vehicle in question is an Aqua Blue SU7 Pro owned by Mr. Feng, who drove an average of 373 miles (600 km) every day since he took delivery.

More: His Hyundai Ioniq 5 Battery Still Held 88% After 360,000 Miles

For context, the daily trip matches the distance between Los Angeles and San Francisco, with the total distance covered being the equivalent of 6.63 times the circumference of the Earth.

Battery Health After 165,000 Miles

The most impressive takeaway from the high-mileage experiment is the battery’s state of health, as measured by an official Xiaomi service station. Despite the intensive usage, the 94.3 kWh lithium iron phosphate Shenxing battery pack from CATL has retained 94.5% of its original capacity.

As Carnewschina points out, the rival Tesla Model 3 Long Range comes with an eight-year, 120,000-mile (193,120 km) warranty, promising a battery health of at least 70 percent after that period.

Minimal Wear And Tear

In the case of the Xiaomi, it isn’t just the battery that is holding up. The owner claims the vehicle has never required a brake pad replacement, which is a testament to the efficiency of its regenerative braking system. Furthermore, the coolant remains pure, with zero water contamination.

More: After 100K Miles, VW’s EV Barely Lost Range Thanks To One Trick

The Pro trim of the fully electric sedan is fitted with a rear-mounted motor producing 295 hp (220 kW / 299 PS) and 400 Nm (295 lb-ft) of torque. According to the automaker, the 94.3 kWh battery offers a CLTC range of 830 km (516 miles) in this variant.

Fuel Savings

Doing the math, based on an estimated efficiency of 18 kWh/100km, Mr. Feng’s Xiaomi has consumed roughly 47,800 kWh of electricity over the past 18 months. This translates to around 506 full charge/discharge cycles for the 94.3 kWh battery.

Overall, Mr. Feng estimates that by opting for the electric sedan over an ICE-powered vehicle he has saved over ¥100,000 ($14,400) in fuel costs over the 265,757 km (165,134 miles). That is a significant amount considering that the starting price of a Xiaomi SU7 Pro is ¥245,900 ($35,400) in China.

More: Ford’s Jim Farley Was “Shocked” After Tearing Down Chinese And Tesla EVs

Predictably, the video has gained traction and was even shared by Xiaomi CEO Lei Jun. The owner revealed that he plans to continue racking up miles on his EV, targeting to reach 600,000 km (372,823 miles) within three years.

The Xiaomi SU7 has recently made headlines for outselling the rival Tesla Model 3 in China, with 258,164 units delivered in 2025. The company has already announced a refreshed version of the sedan, which is set to arrive in April 2026 with more advanced ADAS, a standard LiDAR, and a longer driving range of up to 560 miles (902 km) in the CLTC cycle.

Xiaomi

Spy photographers snapped the ID. Polo R-Line earlier today and now they’ve followed up with images of the real deal. We’re talking about the ID. Polo GTI, which was previewed by a concept in 2023.

Spotted virtually undisguised, the model looks pretty tame at first glance. However, there are a few telltale cues that separate the GTI from the regular model.

More: ID. Polo R-Line Is Shaping Up To Be The Poor Man’s GTI

One of the most notable changes is a unique front bumper, which features a pronounced air intake with a honeycomb mesh pattern. Moving further back, we can see sportier side skirts and what appear to be larger wheels. The latter have a two-tone design and are backed up by a braking system with red calipers.

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The boy racer upgrades continue out back, where there’s an extended spoiler and a revised bumper with a massive diffuser. The latter would appear more at home on an off-road focused crossover than a hot hatch.

The interior should largely carryover from the standard model, which means we can expect a 10.25-inch digital instrument cluster and a 13-inch infotainment system. They’ll likely be joined by a sport steering wheel and red accents. Customers can also expect a spacious boot that holds up to 43.9 cubic feet (1,243 liters) of luggage when the rear seats are folded down.

Volkswagen hasn’t been shy about details as they’ve previously revealed the ID. Polo GTI will arrive one year after the regular model and have a front-mounted motor producing 223 hp (166 kW / 226 PS). It will be powered by a 52 kWh nickel manganese cobalt battery pack.

Volkswagen has previously said the battery will provide a range of up to 280 miles (450 km), although the actual number could be lower on the performance variant. While that remains to be seen, the company has already confirmed a 130 kW DC fast charging capability.

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It’s official: Maserati is in “just get it out of here” territory regarding its electric lineup. A new bulletin sent to dealers authorizes them to serve up $85,000 in EV Assistance Cash on select 2025 Folgore models. And no, that number is not a typo.

More: Maserati GranCabrio Folgore Tignanello Is A Wine-Themed One-Off

Folgore is the Italian brand’s moniker for its EV lineup, and that discount is simply too big not to discuss. Put another way, buyers who once would have shelled out full price for a single Maserati EV could now walk away with that car and a brand-new Chevy Corvette for the same amount.

Sticker Shock Reversed

Leading the charge are the 2025 GranTurismo Folgore and GranCabrio Folgore, both eligible for the full $85,000 incentive when purchased or leased. On the GranTurismo, which carries an MSRP of $199,690, that discount works out to about 43 percent off at $114,690.

According to a report from CarsDirect, it’s the single largest manufacturer-backed discount they’ve ever encountered. That says a lot.

For comparison, the gas-powered GranTurismo starts at $159,495, meaning Maserati originally wanted roughly $40,000 more for the electric version. Now the pendulum has swung violently in the opposite direction.

The GranCabrio Folgore, priced at $208,590, isn’t far behind. Its $85,000 discount equates to roughly 41 percent off MSRP, making it a far more palatable proposition than it was just months ago.

Grecale Joins the Party

Even the far more accessible and practical Gercale Folgore is getting a big cut. Buyers can get up to 33 percent off its $121,290 sticker price, which amounts to $40,000 off. After incentives, that leaves it within just $1,400 of its gas-powered counterpart, which starts at $79,895.

Not only is that a huge change, but the Folgore also comes with a few more bells and whistles that buyers might be interested in if they don’t have to pay a premium.

Where’s the Maserati Magic?

That all said, it’s not too tough to see why these cars didn’t fly off of lots in the first place. For starters, none of them offers especially competitive range. The Grecale is rated for 245 miles, the GranTurismo manages 229, and the GranCabrio tops out at 233 miles.

Really, though, the biggest problem is likely the theater shoppers desire in a Maserati. Sure, these look great… but they don’t sound great.

Camo season is clearly ending early for Volkswagen’s smallest electric hatch. Fresh spy shots show the upcoming ID. Polo testing in winter conditions, while wearing so little disguise it might as well not have bothered at all.

Sure, VW already showed us official photos of prototypes at the tail end of 2025, but those cars were wrapped like overenthusiastic Christmas presents. These new images are different. The sides are totally clean, giving us a proper look at the proportions, surfacing, and that neat rear door handle tucked into the window frame near the C pillar.

Related: VW’s ID. Polo Interior Brings Back Something You Thought Was Gone For Good

Up front and out back, there’s still a thin layer of visual misdirection, but not enough to hide the shape of the lower intakes or the basic bumper design. It all looks very production-ready and incredibly close to the ID.2 all concept from back in 2023.

Not Quite A GTI

Two cars appear in the photos, one white and one black. The darker car rolls on larger, sportier alloys, and both seem to wear subtle body add-ons. Think small roof spoiler, chunkier side skirts, and a deeper front lip. That points to R Line trims rather than the full-fat GTI, which VW has previewed separately, again in disguise form, with even angrier details.

Size-wise, this electric supermini is close to the current combustion Polo, but clever packaging and a long 2,600 mm (102.4 inches) wheelbase mean more interior room. Volkswagen says rear passengers get extra legroom, plus gains in headroom and cabin width.

Inside, drivers get to enjoy real buttons, warm materials, and some slick retro gauge cluster graphics, as VW itself recently teased.

Up To 223 hp

Power comes from front-mounted motors in three flavors: 114 hp (116 PS / 85 kW), 133 hp (135 PS / 99 kW), and 208 hp (211 PS / 155 kW). Those setups exactly match those confirmed for the ID. Polo’s Skoda Epiq cousin, which, along with the Cupra Raval, rides on the same front-wheel drive MEB+ platform, so expect zero to 62 mph (100 kmh) in around 7 seconds.

The even hotter ID. Polo GTI, the first electric VW to get those letters, lands later with 223 hp (226 PS / 166 kW).

Entry versions use a 37 kWh battery with modest fast charging and city-friendly range, but a larger 52 kWh pack will give 280 miles (450 km) between stops. But it sounds like the big battery will be the only one available at launch, meaning the promised €25,000 starting price might not be a reality until very late 2026 or early 2027.

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The Volkswagen Group has been doing some careful footwork lately, trying to stay ahead as Europe tightens the rules on electric cars coming in from China. Cupra boss Wayne Griffiths warned just over a year ago that the brand could be “wiped out” by new European Union tariffs on electric vehicles imported from China.

But now, the VW Group might get a special lane through Europe’s new tariffs on Chinese-built EVs, and that possibility isn’t going unnoticed in Beijing.

More: Ford May Fill Its Factory With Chinese EVs So They Can Dodge Tariffs

Here’s the deal in simple terms. The EU slapped tariffs on electric cars made in China, arguing they benefit from heavy state support. But there is a loophole. Instead of paying those extra duties, a carmaker can agree to sell a model at a minimum price.

Volkswagen looks set to use that option for the Cupra Tavascan, which is built in China, Germany’s Handelsblatt reports. If Brussels signs off, VW can ship it into Europe without being stung by punitive 20.7 percent tariffs, as long as it sticks to the agreed pricing rules. Officially, this is all perfectly above board and part of existing procedures.

Not A U-Turn

The European Commission’s diplomats in Beijing say these kinds of allowances do not constitute a U-turn on its Chinese vehicle policy, a complaint leveled by some critics. Beijing, meanwhile, is being outwardly positive about the rumored EU concessions.

But behind closed doors, the Chinese worry that Volkswagen might be getting friendlier treatment than other manufacturers because it’s a European brand. China had pushed for an industry-wide solution, but now seems to be accepting smaller, case-by-case deals, realizing that letting individual brands cut their own deals may be better than endless stalemate.

Long Process

Each application for a minimum pricing deal can take well over a year and must be reportedly handled on a car-by-car basis, the report says. Industry watchers doubt every Chinese brand will rush in, especially those already making healthy margins even with tariffs in place, but VW evidently believes it’s worth the admin in the Tavascan’s case.

The Tavascan is Cupra’s sportier take on the VW ID.5, a 182.8-inch (4,644 mm) electric crossover built around the MEB platform and offering a mix of single and dual-motor powertrains with up to 353 miles (568 km) of electric range.

Cupra

Ferrari unveiled the interior of its first-ever EV this week, the Luce, created in collaboration with Jony Ive, former Apple design chief and the creative force behind the iPhone, iPad, and MacBook. It’s a retro-themed bonanza with plenty of physical buttons, switches, and toggles, representing a radical departure from the screen-focused and minimalist designs of most electric cars.

Read: Ferrari’s Luce EV Has A Glass Key And Buttons That Click Like A Rifle Bolt

The approach may seem counterintuitive at first, especially given Ive’s legacy at Apple, where he helped usher in the age of touchscreens. But the British-American designer’s reasoning is rooted in practicality rather than nostalgia. As it turns out, he never believed touch interfaces belonged in cars in the first place.

Touch Isn’t Always The Answer

“The reason we developed touch [for the iPhone] was that we were developing an idea to solve a problem,” he told Autocar. “The big idea was to develop a general-purpose interface that could be a calculator, could be a typewriter, could be a camera, rather than having physical buttons. I never would have used touch in a car [for the main controls].”

“It is something I would never have dreamed of doing because it requires you to look [away from the road],” Ive added. “So that’s just the wrong technology to be the primary interface.”

This isn’t to say the Ferrari Luce is completely devoid of screens. The gauge cluster features OLED panels from Samsung, designed to mimic the look of classic analog dials. The needle, though, is a physical piece made from anodised aluminium and backlit by 15 LEDs. In the center of the dash sits a touchscreen, angled slightly toward the driver.

Feel Your Way Around

Yet nearly every essential function, including climate controls, drive settings, even audio, can be adjusted through metal toggles or rotary knobs. Ive notes that “every single switch feels different, so you don’t need to look.”

When asked what sets the Luce’s screen apart from others, Ive said, “So much of what we did was so that you could use it intuitively, enjoy it and use it safely.”

In addition to real switches beneath the center touchscreen, the Luce features tactical dials and buttons on the steering wheel and center console, and even an airplane-inspired panel in the headliner. It looks like a welcome reprieve for the haptic controls of many recent Ferrari models, like the SF90.

“I think what happened was touch was seen almost like fashion,” Ivy explained. “It was the most current technology, so [companies thought] ‘we need a bit of touch’, then the next year ‘we’re going to have an even bigger one’, and it will get bigger and bigger.”

He added, “I think the way that we design [car interiors] isn’t that we’re trying to solve problems [like we did with the iPhone].” That, in his view, is where much of modern automotive UX design goes astray.

Chinese juggernaut BYD has expanded rapidly across global markets in a remarkably short time, positioning itself as one of the world’s largest car manufacturers. Yet despite its international reach, it has so far been unable to enter the world’s second-largest new car market: the United States. The main obstacle has been import tariffs, but BYD is now pushing back.

Eager to establish a foothold in the US market with its passenger vehicles, four BYD subsidiaries based in the United States have filed suit against the federal government.

Read: China’s EV Boom Is Cooling, And The Big Names Are Feeling It

The case, brought before the US Court of International Trade, challenges tariffs imposed under the International Emergency Economic Powers Act (IEEPA). The plaintiffs include BYD America LLC, BYD Coach & Bus LLC, BYD Energy LLC, and BYD Motors LLC.

The lawsuit names not only the federal government but also officials from the Department of Homeland Security, Customs and Border Protection, the Office of the US Trade Representative, and the Treasury Department.

It argues that these agencies exceeded the authority granted to them under the IEEPA statute and contends that the resulting tariff orders are legally invalid.

Tariffs Under Fire

In addition, the lawsuit specifically challenges nine executive orders and amendments issued since February 2025, including tariffs at the borders with Mexico and Canada, as well as tariffs targeting China and related to fentanyl.

The Chinese car manufacturer is seeking permanent injunctions against these measures and wants refunds for all IEEPA tariffs collected, in addition to interest and reasonable litigation costs.

While it may sound like a long shot for BYD to try and get these tariffs overthrown, its efforts aren’t without precedent. The lawsuit cites the case of New York-based wine importer V.O.S. Selections, which successfully sued the US government over tariffs, arguing that the US President lacks authority to impose them, even under the IEEPA framework.

Already On American Soil

Though it may surprise many American consumers, BYD already maintains a manufacturing presence in the United States. Its 550,000 square-foot facility in Lancaster, California, produces hundreds of electric buses and employs roughly 500 workers.

Getting the tariffs thrown out wouldn’t just help this complex, but also open the door for BYD to sell cars in the United States, perhaps importing them from factories in Canada and Mexico.

Could This Open the Floodgates?

Sun Xiaohong, secretary-general of the automotive branch of the China Chamber of Commerce for Import and Export of Machinery and Electronic Products, told Global Times that “BYD’s move follows a growing trend of companies using legal channels to safeguard their legitimate rights and interests.”

While the case still faces legal hurdles, Sun told the outlet that it could set an important precedent for other Chinese companies looking to assert their rights through formal channels. He also argues that letting automakers like BYD in could benefit US buyers by adding more affordable EV options to a market that’s only getting more competitive.

Subaru is preparing to expand its EV lineup with something larger and more family-focused. Soon, the company’s range will welcome a three-row electric SUV designed to compete with newer offerings in the segment. Like the compact Solterra before it, this won’t be a ground-up Subaru product but a rebadged version of Toyota’s upcoming all-electric three-row Highlander.

We’ve known about Subaru’s plans to have its own version of the latest Toyota for several years now. In fact, Toyota and Subaru confirmed in 2023 that both brands would receive the new model, anticipating that production would start in 2025. While that date has come and gone, Subaru of Americas chief operating officer Jeff Walters recently confirmed it’s still happening.

Read: Subaru’s New $35K SUV Breaks Years Of AWD Tradition

Speaking with Auto News, Walters said that Subaru’s version of the three-row EV is scheduled to arrive later this year. He added that the model is being targeted at two-car households with home charging capabilities. It will join the electric Solterra, as well as the similarly Toyota-derived Uncharted and Trailseeker, in Subaru’s growing U.S. EV portfolio.

2027 Toyota Highlander teaser.

Will Subaru Add Its Own Edge?

What we haven’t seen yet is how closely Subaru’s new entry will mirror Toyota’s new electric Highlander. Given past collaborations, it’s reasonable to expect minimal differentiation beyond some badging and minor design tweaks on the front and rear ends, along with unique side trimmings. Still, there’s a chance Subaru could roughen things up a bit, as it did with the Uncharted, which shares its bones with Toyota’s C-HR

Toyota’s new three-row electric SUV will look virtually identical to the bZ Large prototype previewed a few years ago, closely resembling the smaller Toyota bZ. This new model has been a long time coming and will give Toyota a legitimate rival to the electric Kia EV9 and Hyundai Ioniq 9.

A Lexus Too?

There’s also a possibility Subaru won’t be the only one getting a version of Toyota’s latest EV. According to previous reports, Lexus is working on a premium variant as well. This model could go by the name TZ and serve as an electric counterpart to the gas-powered TX, further spreading Toyota’s electric SUV platform across its portfolio

Stellantis is pivoting away from electric vehicles as the company embraces the ‘power of choice.’ This has cost them billions and they’re selling their 49% stake in NextStar Energy to LG Energy Solution.

This is an interesting development as the NextStar Energy joint venture was established in 2022 and aimed to create Canada’s first large-scale battery manufacturing facility in Windsor. The plant was originally designed to employ approximately 2,500 people and have an annual production capacity of more than 45 gigawatt hours.

More: Stellantis’ Big Bet On EVs Was A $20 Billion Mistake

Battery module production began in the fall of 2024 and mass production of lithium-ion battery cells followed in November of 2025. While more than $3.7 billion ($5 billion CAD) has been invested into the facility, a lot has changed since 2022.

Electric vehicle adoption has grown more slowly than many automakers anticipated and the Trump administration recently eliminated federal tax credits. On top of that, tariffs have complicated things and automakers are now turning their attention away from EVs.

Stellantis didn’t go into many specifics, but called the move a “strategic decision” that was mutually agreed upon. They went on to describe themselves as a “committed customer” that “will continue to source battery products from NextStar Energy.”

Stellantis CEO Antonio Filosa said, “By enabling LG Energy Solution to fully leverage the Windsor facility’s capacity, we are strengthening its long-term viability while securing the battery supply for our electric vehicles. This is a smart, strategic step that supports our customers, our Canadian operations, and our global electrification roadmap.”

Those sentiments were echoed by LG Energy Solution CEO David Kim, who stated “LG Energy Solution sees growth opportunities in North America by situating a key production hub in Canada. Full ownership of NextStar Energy will enable us to respond swiftly to the growing demand from the ESS [Energy Storage System] market and position us to play a key role in Canada’s EV industry by securing additional North American-based customers.”

Despite the upbeat rhetoric, The Detroit News reports Stellantis sold their stake for just $100. That’s a token amount, especially given the sizable investment into the facility.

Just a month after Chinese vacuum cleaner firm Dreame unveiled three high-performance EVs at the CES show in Las Vegas, it has previewed three additional models it plans to add to its fleet. These will be launched under the new Star Motor brand, existing alongside Dreame’s Nebula Next and Kosmera brands.

The first two models are the T08 and T08L. Both are striking off-roaders, with the T08L sharing much of its design with the T08 but is considered even more focused on off-road performance. There’s no denying the T08 models are striking, but their design isn’t unique. In fact, they almost look like direct copies of two other bold Chinese off-roaders.

Read: Chinese Brands Bring Not One, Not Two, But Three Bugatti-Style Super Sedans To CES

Those two models come from Dongfeng, where they are badged the M917 and M817. Dreame has quite clearly copied Dongfeng’s homework with the T08L, crafting bodywork that looks almost identical to the M917, as well as near-identical headlights. The T08 looks mostly the same but has slightly different headlights, apparently copied from the smaller M817.

The similarities between Star Motor’s T08 and Dongfeng’s M917 are particularly apparent from the sides. It has virtually identical squared-off fenders, the same exposed hinges on the front doors, and door panels that look exactly the same as the M917. The only unique element that Star Motor appears to have designed is a distinctive front bumper.

Star Motor hasn’t actually unveiled the T08 and T08L, and only previewed them with a couple of images at a recent company event. As such, we don’t know what kind of powertrains they will have, other than the fact that they will include rear-wheel steering that can turn the rear wheels by up to 24 degrees.

Rolls-Royce Fighter

Previewed alongside the T08 and T08L was the Star Motors D09 that looks to be positioned as the firm’s flagship luxury SUV, akin to the Rolls-Royce Cullinan. It shares similarities with the Cullinan lookalike that Dreame previewed last year and could be the production version of that model.

The front of the D09 is dominated by a grille that makes even a Rolls-Royce grille seem small. It also has prominent LED daytime running lights up front, a LiDAR mounted on the roof, and a set of fancy-looking wheels.

Audi is wrapping up testing on the facelifted Q4 e-tron as spy photographers have snapped a Sportback prototype virtually undisguised. It looks instantly recognizable, but incorporates a number of updates.

Starting up front, we can see a lightly revised grille that is flanked by familiar headlights. They’re joined by a new bumper, which has updated air curtains as well as a revamped intake with a honeycomb mesh pattern.

More: Something Big Is Changing Inside Audi’s Electric SUVs And It’s Not Just The Battery

The subtle changes continue out back as the crossover adopts a streamlined bumper that eschews “e-tron” badging. The faux vent has also been removed, while there are new triangular accents at the outside edges. Elsewhere, we can see a new diffuser with more pronounced vertical elements.

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The head- and taillights have varying degrees of camouflage, suggesting we can expect updated lighting units. We also wouldn’t be surprised to find restyled wheels and some other minor tweaks.

Spy photographers didn’t snap interior pictures this time around, but previous images have shown an all-new dashboard with a freestanding curved display. It appears to echo the one found in newer models such as the A6 and Q5.

This means we can expect an 11.9-inch digital instrument cluster and a 14.5-inch infotainment system. They could be joined by an optional 10.9-inch front passenger display.

Powertrain details remain elusive, but the model will likely benefit from more efficient motors, improved batteries, and upgraded charging technology. This should help to make the Q4 e-tron more competitive, which is important as the model has lost a lot of its luster since the Q6 e-tron arrived.

While specifics are few and far between, the current model features a 77 kWh battery pack as well as rear- and dual-motor all-wheel drive systems. The former produces 282 hp (210 kW / 286 PS), while the latter develops a combined output of 335 hp (250 kW / 340 PS). Customers can also expect ranges of between 258 and 288 miles (415 – 463 km).

SHproshots

Demand for electric cars in China may be cooling, and some of the country’s biggest automakers are starting to feel the chill. Several of the most prominent domestic brands, including BYD, Xpeng, and Xiaomi, reported noticeable drops in January sales.

Data shows that BYD sold 205,518 vehicles in China last month. The number sounds solid on its own, but it marks a sharp decline from the 300,538 vehicles the company moved in January 2025.

Read: A $9,500 Hatch Stole Tesla’s Best-Seller Crown In China

Both BYD’s electric vehicles and plug-in hybrids were affected. Of the 205,518 vehicles sold last month, 83,249 were EVs and 122,269 were PHEVs. A year earlier, those numbers stood at 125,377 and 171,069 respectively. Exports took a hit too, dropping to 100,482 units in January from 133,172 in December.

Is Government Policy Slowing Sales?

These figures suggest weakening demand in China and possibly overproduction for overseas markets, but a recent government policy change may go some way to explaining the drop. As of January 1, the country reinstated a 5 percent purchase tax for new energy vehicles, having previously exempted them from a 10 percent tax for more than a decade, CNBC reports.

“We see increasing pressure on China’s auto market in 2026, driven by a combination of policy and competitive factors,” Helen Liu, partner at Bain & Company, told CNBC. She added that recent tax changes may prompt some consumers to delay purchases, while automakers hold back on new model launches.

“We know [EV sales will] slow, we just don’t know by how much,” added Tu Le, founder of Sino Auto Insights. “We’ll know much better after the first quarter is over.”

Rough Starts And Reversals

Xiaomi also struggled out of the gate. It sold 39,000 cars in January, which was an improvement over the same time last year, but a steep drop from the more than 50,000 EVs delivered in December. Xpeng’s January was even rougher. Sales fell 34.1 percent year-on-year to 20,011 units, and the month-on-month drop was starker still at 46 percent compared to December 2025.

Li Auto’s performance dipped as well, with deliveries slipping to 27,668 units for the month.

Competitors Capitalize

However, it’s not all bad news. One of the few bright spots was Aito, a newer brand backed by Huawei’s operating system, which reported more than 40,000 deliveries in January, marking a gain of more than 80 percent compared to the same month last year.

Sales at Leapmotor rose to 32,059, while Nio also reported an increase to 27,182 units. Geely sold more than 270,000 cars in January, a 1 percent increase year-on-year. Interestingly, its EV sales fell by 15 percent, while its PHEV sales rose 37 percent.

That performance has pushed Geely into second place in the country’s EV market behind BYD, thanks in part to strong momentum from its Galaxy and Zeekr brands.

Will China Step In?

The slowdown has fueled speculation that Beijing may step in once again. If the slump continues into the first quarter, analysts believe the government could reinstate certain subsidies or incentives

Tesla has been hit with yet another lawsuit related to its electrically powered doors. Last week, the mother of a 20-year-old man who died following a collision in a 2021 Tesla Model Y filed a lawsuit against the automaker. The complaint was submitted to federal court in Massachusetts.

According to the filing, Samuel Tremblett was still alive after crashing his Model Y into a tree along Route 138 in Easton, a small town just south of Boston. He managed to dial 911 from inside the car, but a transcript of the call reveals he was unable to open the doors as fire began to engulf the car.

Trapped And Unable To Escape

“I’m stuck in a car crash,” Tremblett said on the call, no doubt in a frenzied state. “I can’t get out, please help me. I can’t breathe…It’s on fire…I’m going to die.”

Read: Families Claim Tesla Door Handles Trapped Teens In Burning Cybertruck

Emergency crews were dispatched to the scene, but they couldn’t extinguish the blaze fast enough to save the young man. According to local media, fire responders heard four explosions from the Model Y within the first 10 minutes at the scene. It took four hours before the inferno was put out.

The lawsuit states that Tremblett suffered “catastrophic thermal” injuries as well as smoke inhalation. His body was found in the back seat of the Model Y. According to the complaint, he was unable to open the doors after the crash and succumbed to the fire before help could reach him.

How Tesla Doors May Fail

The lawsuit claims that the electronic exterior door handles on the Tesla Model Y may fail to open during a crash, making it impossible to access the vehicle from outside. In addition, the suite says that the interior mechanical door release is not clearly marked and may be difficult to locate.

This is especially problematic in the rear, where the emergency release is hidden beneath a plastic panel in the door pocket. It’s a simple cable, and many Model Y owners and/or passengers may not even realize it’s there.

The lawsuit cites 17 incidents, going back to 2016, in which Tesla reportedly received complaints of both adults and children becoming trapped inside vehicles during thermal runaway events.

Growing Regulatory Pressure

A recent report from Bloomberg says that at least 15 people in the US have been killed in crashes involving Tesla vehicles where the doors couldn’t be opened. Concerns over the operation of these electronic door handles have recently prompted a ban in China, and it’s possible that other countries could follow suit.

In the US, the National Highway Traffic Safety Administration announced in September that it is investigating potential defects in some Model Y vehicles. These cases involve incidents where the external door handles allegedly failed following collisions.

Meanwhile, a US lawmaker has proposed legislation that would require manual door releases in new vehicles and provide first responders with reliable access when power is lost.

Waymo chief safety officer Mauricio Peña fronted US lawmakers at a tense Senate hearing last week, where the self-driving tech company was accused of getting “in bed with China,” as it rolls out more of its robotaxis. The hearing also offered a reminder that beneath the polished image of AI, there’s still a reliance on human labor, often lower paid, sourced from abroad, and largely out of sight.

For years, the Google Alphabet-owned company has relied on the Jaguar I-Pace for its fleet, but Waymo is now preparing to roll out a next-generation, minivan-style robotaxi developed in partnership with Zeekr, a subsidiary of China’s Geely Group.

During the hearing, Peña told lawmakers that the United States is “locked in a race with Chinese companies for the future of autonomous vehicles.”

Read: Waymo’s Ready For One Of Europe’s Busiest Cities, But Is The City Ready?

He also warned that without a clear national framework, the industry could end up facing a fragmented patchwork of state regulations that slows investment and limits progress.

Lawmaker Questions Zeekr Partnership

Sen. Bernie Moreno from Ohio didn’t let the irony of Waymo using a Chinese vehicle for its fleet go unnoticed. “You said in your testimony that we’re locked in a race with China, but it seems like you’re getting in bed with China,” he retorted during the hearing.

“Giving a natural market to a Chinese company to ship us cars is making us better and creating more jobs for Americans? That’s completely ridiculous,” Moreno added.

According to Business Insider, Moreno went on to suggest that Waymo could be sidestepping US laws designed to curb Chinese involvement in sensitive vehicle technologies. He speculated that the company might be using a “backdoor” to avoid complying with the federal connected vehicle rule, which was finalized last year but has not yet been fully implemented.

Peña rejected that characterization. He maintained that the Zeekr vehicles have “no connectivity” and that all of the autonomous systems are installed in the United States. He also argued that leveraging a global supply chain gives Waymo the flexibility to grow faster and build in operational safeguards.

Overseas Operators Raise Flags

Still, the issue of oversight didn’t stop at the hardware. During the hearing, Waymo revealed that in addition to using remote operators in the US, it also has some working overseas.

When asked for a breakdown of operator locations, Peña said he didn’t have exact figures but confirmed that while some are based in the US, others are much farther away, including in the Philippines, Futurism reports.

“They provide guidance,” he argued. “They do not remotely drive the vehicles. Waymo asks for guidance in certain situations and gets an input, but the Waymo vehicle is always in charge of the dynamic driving tasks, so that is just one additional input.”

According to Senator Ed Markey of Massachusetts, “having people overseas influencing American vehicles is a safety issue,” adding that these are the jobs that Americans should have. He called the use of remote human operators outside the US “completely unacceptable,” according to Business Insider.

In a statement to Carscoops, Waymo emphasized that no remote employees drive the vehicles.

“Waymo’s fleet response teams are located in the U.S. and abroad. As we scale globally – including to London and Tokyo – we need some Fleet Response functions outside of the U.S. It is very important to note, however, their role is never to drive the vehicle remotely. Our technology, the Waymo Driver, is in control of the dynamic driving task, even when it is receiving guidance from remote assistance”, the spokesperson said.

Tesla Joins the Conversation

The vice president of vehicle engineering at Tesla, Lars Moravy, was also in attendance at the Senate hearing. He said that the US needs to “modernize regulations that inhibit the industry’s ability to innovate,” or risk losing the autonomous vehicle race.

“Federal regulations for vehicles have not kept up with the pace of the rapid evolution of technology,” Moravy said. He added that many safety standards still in place were designed decades ago and no longer account for today’s technical realities.

Update: We’ve added quotes from Mauricio Peña and a statement from Waymo.

If you thought Ferrari’s first EV would feel like an iPad on wheels, think again. The new cabin designed by former Apple man Jonny Ive is a gorgeous fusion of digital tech, tactile physical controls, and some retro styling cues guaranteed to make even a trip to the corner store feel like a Mille Miglia run.

Meet the Ferrari Luce, a name that means light and quietly hints that electrons can still have a pulse. Before we even see the bodywork in May, the Italians have pulled back the curtain on the interior to prove to us that maybe an electric Ferrari isn’t the devil’s work after all.

Related: Ferrari Found A Way To Make Fake EV Noise Sound Honest

That design energy comes courtesy of LoveFrom, the creative outfit founded by Jony Ive and Marc Newson. Ive is famous for his work on touchscreen tech juggernauts like the iPhone and iPad, but for this project, he was adamant that the Luce needed plenty of real switches.

Toggles Are Back

So the Luce doubles down on physicality. Real buttons. Real toggles. Real rotary controls that click with satisfying precision. Ferrari says test drivers went through more than 20 rounds just to perfect the feel and sound of each switch. It is basically ASMR for your fingertips, especially the launch control switch, which is located above your head, aircraft-style.

Front and center is a steering wheel that looks like it time-traveled from the 1960s. Three slim spokes, exposed aluminum, and a layout inspired by classic Formula One cars. Nineteen CNC-machined parts make it lighter than a typical Ferrari wheel, yet it’s packed with finger controls so you can adjust things without playing touchscreen whack-a-mole.

Real Or Virtual?

Behind it sits a wild instrument binnacle developed with help from Samsung Display. Two wafer-thin OLED panels overlap to create deep, layered dials that look almost analog at a glance. There’s even a physical needle sweeping across digital graphics because apparently pixels alone weren’t dramatic enough.

According to Ferrari, the Luce’s digital displays were “inspired by both historic automotive cues and the purposeful, clear graphics found in aviation, particularly helicopters and aircraft.” The influence is easy to spot. The layout and typography are unmistakably automotive, a modern tribute to the Veglia and Jaeger instruments from classic Ferraris.

Start-Up Buzz

Ferrari messed up with the SF90, putting a nasty touch-sensitive start button on the steering wheel that killed much of the buzz you normally get from firing up a Maranello car. But it has redressed the balance with the Luce’s startup ritual. First, you insert a chunky glass key into a dock on the console. Its color shifts, then the drive selector wakes up in a coordinated light show.

We’ll have to wait until May to see the Luce’s exterior, though it’s likely we’ll learn more about the powertrain and chassis package between now and then.

Many of us thought we’d find it hard to get excited about an electric Ferrari, no matter how quickly it laps Fiorano, but if the rest of the car is as thoughtful and original as this cockpit there’s going to be plenty to love, even if it doesn’t have gas in its veins.

This year’s new Skoda Epiq still wearing a psychedelic disguise, but underneath the swirls and squiggles is a very clear message. This is the electric SUV for people who like their cars small on the outside, big on the inside and don’t want to pay a premium for swapping a combustion powertrain for an electric one.

Think of the Epiq as the baby brother to the Elroq and Enyaq, and the electric cousin of the Kamiq. At just under 4,200 mm (165 inches) long and riding on a 2,601 mm (102 inches) wheelbase, it’s squarely in city-friendly crossover territory.

Related: Skoda’s Affordable EV Looks Like It Wanted To Be A Jeep

However, Skoda claims packaging magic gives it one of the biggest boots in its class, at a surprising 475 liters (16.8 cu-ft). Fold the seats and you get 1,344 liters (47.5 cu-ft), which is properly useful family car stuff.

What’s Underneath?

Under the skin, the Epiq is Skoda’s first model on the new MEB Plus platform, a cost focused evolution of the VW Group’s electric toolkit. Unlike larger rear drive MEB cars, this one is front wheel drive, which helps free up cabin and cargo space.

It’s also closely related to the upcoming VW ID. Polo and the Cupra Raval, all part of the group’s affordable urban EV push along with the ID. Cross SUV.

Tortoise Or Hare?

The not very epic entry-level Epiq 35 makes 85 kW, or about 114 hp (116 PS), from a single front motor that gets it to 62 mph (100 kmh) in 11.2 seconds, and uses a 38.5 kWh LFP battery for up to 196 miles (315 km) of range. But a maximum 50 kW charge speed means fills will be slow, so this one is best suited to urban sorties from the house, not road trips.

The Epiq 40 bumps power to 133 hp (135 PS / 99 kW) and drops to 62 mph sprint to 9.8 seconds, with similar battery capacity but slightly faster 90 kW DC charging. At the top sits the Epiq 55 with 208 hp (211 PS / 155 kW) and a larger 55 kWh NMC battery good for up to 267 miles (430 km) of range.

Charging peaks at up to 133 kW on the bigger battery, meaning a 10 to 80 percent top up can take just over 20 minutes, and the 62 mph time is a spritely 7.4 seconds. That makes this little Skoda more road trip capable than you might expect from something that looks ready to spend its life dodging delivery vans and cyclists.

Big Screen, Eco Materials

Inside, Skoda promises its usual Simply Clever touches, a 13 inch central screen, a small digital driver display and lots of recycled materials. It hasn’t released any interior images of the finished car yet, but the cabin pics of the Epiq concept shown in the gallery below are surely at least 85 percent on the money.

We’ll get the real images in the coming weeks, along with prices, which are expected to start at $26,000 (£25k for the UK), matching those of the combustion Kamiq. That looks like good value next to Kia’s EV3, though the base EV3 is much more powerful and longer-legged. Renault’s 4 E-Tech also poses a strong threat thanks to its even lower entry price, better range and acceleration and more interesting design.

Epiq concept (Skoda)

The next chapter of Toyota’s SUV lineup is about to begin and it’s all-electric. Meet the all-new 2027 Highlander. As we suspected, the latest teaser confirms that Toyota will indeed use the Highlander name for its new three-row SUV.

While the full reveal lands on Tuesday, there’s already plenty to unpack from what we’ve seen so far. Here’s what we know, and what we’re watching for. Full launch coverage will follow as soon as the wraps come off.

More: You’re Looking At What Could Be Toyota’s Highlander Replacement

The new video goes a bit further than the previous two. While we don’t get a full look at the vehicle in question, we get something far more concrete: badges. During a short 11-second clip, we see the Highlander wordmark along with two other logos.

The first is Toyota’s BEV badge, indicating that what we’re looking at is an EV. Second, it’s the brand’s AWD logo, so we can expect that it’ll be a dual-motor SUV. In previous teasers, we saw the general shape of the rear of the Highlander and then a shot from the third row looking forward. Both pointed to what we’ve learned today about what Toyota decided to name this SUV.

In the past, we’d seen a concept named the bZ5x. Based on new renderings of what we think the Highlander will look like, the two seem to be one and the same. To that end, it’s worth noting the abandonment of the bZ and BZ nomenclature.

That’s a trend we’ve seen from other brands lately as well, including Volkswagen, which is bringing back familiar names like Polo and Tiguan for its upcoming EVs.

https://youtube.com/shorts/2LiZOxN-DQE?feature=share

After a less-than-stellar launch of the bZ4X, Toyota revamped the branding to just BZ. It then reused that same name on the upcoming BZ Woodland. Why it ditched the BZ name in favor of Highlander alone probably just comes down to branding and the pull of name recognition.

In the end, it’s a lot easier to sell people on something they’re already familiar with, like the Highlander name, than to build interest around a brand-new one, even if the product itself has little, if anything, to do with the original.

More: Toyota Teaser Confirms Three-Row SUV That May Replace The Highlander

You can be sure that we’ll dig around on that front, though, because as you’re reading this, we’re preparing to see the new Highlander up close and in person at the launch site.

It’ll get unveiled tomorrow at 9:30 p.m. EST. When it does, we’ll have full coverage with photos, video, and hopefully some insider tidbits on one of Toyota’s biggest new SUVs in years. 

Mercedes-AMG isn’t just refining its performance playbook, it’s rewriting it with a two-pronged strategy. On one end, the brand is leaning back into larger displacement engines, bringing more inline-six and V8 models into the fold. At the same time, it’s investing heavily in electrification, with three bespoke EVs slated for release in the coming years.

The first of these will be the all-electric AMG GT four-door, previewed last year by the radical AMG GT XX concept. That model will be followed by a high-powered electric SUV that’s expected to produce more than 1,000 hp. A coupe version of this SUV is already in the pipeline as well, and Mercedes-AMG has said it should break cover by late 2027.

Read: First Look At Mercedes-AMG’s 1,000 HP Electric SUV Flagship

Mercedes-AMG chief executive Michael Schiebe confirmed the news during a recent interview with Autocar. While he didn’t share specific technical details about the coupe SUV, it’s a fair assumption that it will closely mirror the standard SUV beneath the surface, just with a more streamlined roofline.

More Dramatic Looks?

SHProshots

Interestingly, recent spy shots of the regular all-electric SUV from AMG show that it already has quite a low-slung shape, not too dissimilar to a Lamborghini Urus, rather than a more upright SUV like a Bentley Bentayga.

If AMG makes it even more coupe-like, it could end up looking just as dramatic in profile as the Ferrari Purosangue, not that you’d hear us complaining if that is the case.

It’s not the design of the SUV-coupe that will be the key selling point. As with the standard SUV, as well as the GT four-door, AMG’s third dedicated EV will be based on the bespoke AMG. EA architecture using trip Yasa axial flux motors.

Insane Levels Of Power

Both two- and three-motor versions are expected, with the range-topping potentially producing as much as 1,341 hp, or one Megawatt of power. This will allow it to leave more traditional combustion-powered super SUVs for dead, and could make it one of the quickest on the market.

Whether either of the two SUVs or the GT four-door can match the driving enjoyment of AMG’s more traditional V8s remains to be seen. In an effort to make them a little more exciting, AMG will add fake ICE soundtracks to its electric models, as well as simulated shifts like those pioneered by Hyundai’s N division.

Mercedes-AMG GT 4-Door EV

Tesla might be providing employment for thousands of Germans at its Berlin Gigafactory, but the nation’s car buyers have no interest in returning the favor by getting a Tesla of their own. A new survey suggests most Germans aren’t just hesitant about buying a Tesla, they’re actively swiping left on the idea.

Related: Tesla’s Budget Model Y Gets Grip And Grit For $2K More, But Don’t Call It Standard

According to research from the German Economic Institute, more than three quarters of Germans say buying a Tesla is off the table. Around 60 percent called it completely out of the question, while another 16 percent polled in the study said they probably wouldn’t buy one.

That’s not a minor wobble in brand appeal, it’s a serious collapse, and helps makes sense of Tesla’s 27 percent sales decline in Europe last year.

What makes it more awkward is that interest in electric cars in general is not the problem. According to DW, the same survey shows plenty of Germans are open to EVs, especially from domestic brands. Around one in five new cars sold there is fully electric and roughly 40 percent of those surveyed said they could imagine buying an electric car from a German brand.

Musk Is The Problem

Researchers point to Tesla boss Elon Musk as a big part of the story. His outspoken political positions, including voicing support for Germany’s far-right AfD party, and his association with President Trump, and by proxy, tariffs and US threats against Greenland and European security, have not exactly gone down smoothly with many German buyers.

Read: Europe Just Replaced Tesla With A New EV Sales Champion

Political views now play a major role in EV purchasing decisions in Germany, turning what used to be a tech and environmental choice into something that feels far more tribal.

Even groups you might expect to be more Tesla friendly aren’t rushing to sign order forms. Among supporters of Germany’s Green Party, who are generally enthusiastic about electric mobility, only one in 10 said they could imagine buying a Tesla.

On the other end of the political spectrum where AfD supporters live, enthusiasm for EVs overall is low, which drags Tesla interest down even further.

A Win For BMW And Mercedes

For German automakers, this looks like an unexpected gift. With Tesla stumbling in the court of public opinion, local brands suddenly have more room to sell their own electric models without having to wrestle with Silicon Valley star power. BMW’s new iX3 is one EV capitalizing on Tesla apathy. It’s nearly sold out for the year.

It is a reminder that in the EV era, software and charging speeds matter, but so does how people feel about the badge on the hood. But maybe Elon Musk doesn’t care, because he has his eyes on a bigger prize.

Having revolutionised the car market, Musk is going all in on robots and robotaxis, which have the potential to generate even more money for Tesla. Last month the CEO confirmed the Model X and S would be axed this spring to make way for Optimus robot production.

Source DW