Tesla Cybertruck towed a Model Y in a glass box through Temple, Texas, streets.
Only 46,000 Cybertrucks have been sold despite Musk’s much larger projections.
Social media users spotted and posted about the Cybertruck towing stunt.
You will never hear Tesla call the Cybertruck a flop, but by the company’s own projections, that’s exactly what it looks like. At one point, there were claims of nearly 2 million reservations for the electric pickup. As of March, however, Tesla had only built and sold about 46,000. The original plan was to produce 250,000 annually, and Elon Musk once suggested the company could move as many as 500,000 each year. However, it seems Tesla has found a good way to use those Cybertrucks it can’t sell.
Earlier this week, a motorcade of Cybertrucks was spotted cruising through Temple, Texas, and one of those Cybertrucks stood out. It was towing a trailer with a red Tesla Model Y in a glass capsule, proudly advertising the electric SUV as being ‘Made in Texas.’ Desperate times call for desperate measures, and it seems Tesla wants to ensure that as many people as possible can see the new Model Y in person.
A Mobile Billboard, Tesla-Style
A Cybertruck towing the new Model Y around is actually a pretty smart marketing tool. Plenty of car manufacturers pay big bucks to buy advertising space on massive billboards near highways, but Tesla has always shied away from typical marketing campaigns.
In this case, it’s essentially towing around a giant billboard, except it’s not a picture of a car, but the car itself. The Model Y in question is painted in Ultra Red, too, which just so happens to be the best color that Tesla offers.
Now, will the sight of a red Model Y Juniper convince Texans to buy a new Tesla? Who knows, but it’s a good way to drum up some attention for their latest EV. After all, there are already social media posts about it, and we’re writing about it, too. That’s more than can be said for most static billboards from legacy automakers, and it fits with Tesla’s long-running preference for unconventional marketing tactics.
A lawsuit claims Tesla odometers inaccurately track mileage using software-based estimation.
The plaintiff says inflated mileage cost them warranty coverage and depreciation losses.
Other owners on Reddit and Tesla forums have questioned suspicious odometer readings.
Tesla is facing a lawsuit in California from an owner who claims the company’s odometers exaggerate how far its vehicles have traveled. According to the complaint, Tesla allegedly does this on purpose to avoid covering warranty repairs and to accelerate the depreciation of its vehicles.
The lawsuit argues that Tesla does not use mechanical or electronic systems to measure distance. Instead, Tesla reportedly relies on “predictive algorithms, energy consumption metrics, and driver behavior multipliers that manipulate and misrepresent the actual mileage traveled by Tesla vehicles.”
By “tying warranty limits and lease mileage caps to inflated odometer readings,” Tesla can allegedly increase repair revenue and reduce its warranty obligations. It can also cause consumers to purchase extended warranties prematurely.
The case was filed by Nyree Hinton, who says they bought a 2020 Tesla Model Y in December 2022 with 36,772 miles on it. Hinton states that from December 14, 2022, to February 6, 2023, they averaged 55.54 miles per day, but between March 26, 2023, and June 28, 2023, this spiked to 72.53 miles per day, just as the Model Y was approaching its warranty expiration. The owner estimates that the average mileage should have been roughly 20 miles fewer per day because of their consistent routine during this time.
Additionally, previous vehicles owned by the plaintiff averaged 6,086 miles over six months, but the Model Y reported 13,228 miles over the same period. The lawsuit claims the mileage shown by Tesla’s odometer can be inflated from 15% to as much as 117%.
The plaintiff notes that while Tesla can measure its vehicles using GPS with incredible precision, a patent from the EV maker apparently says the odometer readings are not direct measurements of distance traveled and use a “miles-to-electrical energy conversion factor” that varies dynamically based on road and traffic conditions.
These Complaints Aren’t New
This isn’t the first time Tesla owners have questioned how mileage is calculated. For years, some have raised concerns about their cars showing unexpectedly high mileage. Some threads on Reddit and Tesla forums claim that these issues have persisted for over two years, with owners trading anecdotes and comparisons that echo the claims in Hinton’s lawsuit.
China hits back with 125% tariffs after the Trump administration raised import duties to 145%.
Tesla has dropped non-local models in China as trade war makes imports nearly impossible to sell.
Elon Musk donated $277M to Trump before objecting to the tariffs and started a war of words.
The trade war between the US and China has escalated pretty quickly, with Donald Trump increasing tariffs on goods imported from the People’s Republic to 145% and the latter retaliating last Friday with a 125% tax on US products. This trade war has negatively affected many companies worldwide, including that of the Department of Government Efficiency’s co-head.
Elon Musk warned Trump that the tariffs would seriously impact the economy, but the President stuck to his guns. Now, Tesla has stopped taking orders for the US-built Model S sedan and Model X SUV in China, replacing the “order now” button with “look at the car” and “schedule a test drive” on its local website.
Locally Made Model 3 And Y Are The Real Sellers Anyway
This means that Tesla still has some cars to sell, since it offers test drives to potential customers. The brand’s reasoning is sound: the two models became prohibitively expensive due to the tariffs and it can’t afford to increase its prices accordingly, especially as the Model S is getting long in the tooth, dating back to 2012 (although it has been updated a few times in all those years) and the Model X never being a strong seller.
Instead, it relies on the Model 3 and Model Y, which were revamped in 2023 in China (2024 for North America) and late 2024 respectively, for its presence in the world’s biggest car market. The fact that it manufactures both at its Shanghai plant helps it avoid the huge tariffs on US imports but, as the Wall Street Journal points out, the tariffs only exacerbate its issues.
Musk’s Insults Against Trump’s Advisor Won’t Help Tesla
According to a 2023 analysis by Nikkei Asia, nearly 40% of its vehicles’ battery materials come from Chinese companies. That’s a big no-no for the Trump administration that imposed those incredibly high taxes to make imports all but impossible. It’s a much bigger issue for Musk, though, who has publicly attacked Trump’s top tariff advisor, Peter Navarro, stating he’s “dumber than a sack of bricks” after the latter dismissed Tesla’s CEO plea for a no-tariff agreement between the US and Europe and called him “a car assembler” who just wants to have access to cheap parts made overseas.
“The difference is in our thinking and Elon’s on this is that we want the tires made in Akron,” Navarro said. “We want the transmissions made in Indianapolis. We want the engines made in Flint and Saginaw, and we want the cars manufactured here.” Teslas don’t have engines, but that’s a technicality; his attitude towards the matter is clear. Never one willing to turn the other cheek, Musk replied that “Navarro is truly a moron. What he says here is demonstrably false.”
Protecting American Jobs While Hurting Tesla? That’s Fresh
Either man can be right or wrong, depending on where you stand on the issue. Musk needs access to cheap parts in order to keep Tesla’s pricing as competitive as possible and can’t realistically find US-based suppliers in such a short timeframe, assuming there are enough to go around for every carmaker trying to do the same. Navarro, on the other hand, doesn’t seem to care for Tesla’s sales or profits and simply wants to enforce Trump’s policy and ban China-made products out of the US – period.
The President’s tariffs are meant to protect US companies and jobs by forcing everyone to make the products they sell in the States locally. Which is swell, but for one detail: Tesla builds the most American cars in the country and hurting it might result in job losses, so the part about protecting jobs is, in that sense, an oxymoron.
Even Before Tariffs, Tesla Was Going Through A Rough Time
Irrespective of Musk and Navarro’s insults, Tesla already has a lot of issues. At home, it might still be the EV market leader but rivals have steadily eating into its share, its stock price has plunged by 34% since January, and 67% of Americans surveyed said they wouldn’t even consider buying a Tesla, mostly due to Musk’s politics. Thing are worse overseas. Its European sales have tanked despite the launch of the improved Model Y Juniper, and as for China, axing the Model S and X are the least of its problems because buyers increasingly prefer cars by local brands to the expense of foreigners, even the likes of Mercedes, Porsche, and, of course, Tesla.
Being the richest man in the world must be nice. If it comes with all that baggage, though, Musk may come to regret getting involved in politics, even though going all MAGA made him the first person in history whose net worth exceeded the $400 billion mark. He might quit DOGE and remain an informal advisor as reported, but we suspect that won’t change public opinion or, worse, solve Tesla’s problems. What a predicament.
Hyundai engineers have been snapped testing an EV version of the Staria MPV.
The electric minivan could have an 84 kWh battery and a 205+ mile electric range.
The Staria debuted in 2021 and is currently available with ICE and hybrid power.
With its sci-fi-look face, Hyundai’s Staria looked like a minivan from 10 years in the future when it debuted in 2021. The only think missing from the picture was an electric drivetrain, but these spy shots shows that won’t be the case in the near future.
Our photo team snapped a prototype Staria EV wearing German license plates and testing on European roads. The test van was dressed in double disguise consisting of an eye-scrambling wrap across the bodywork and Hyundai’s usual collection of black nylon panels at the front and back ends.
With so much of the Staria covered up it’s hard to work out how the EV will look. Or it would be if we hadn’t already seen the whole car without a stitch of disguise, as it was spied in a Koean parking garage at the beginning of the year.
Those pictures show Hyundai‘s new EV will ditch the current Staria’s giant black grille for more painted plastic, but leave an ugly rectangular cooling slot in the center and two more rectangular vents below. I don’t know about you, but I think the 2021 model with its jumbo grille is a far better looking machine.
We’re still to learn about the exact battery and powertrain setup, but we do have some clues about what to expec, courtesy of the Staria-based ST1 box van and chassis cab and its badge-engineered brother, the Iveco Moody. The Moody comes with a single electric motor delivering 215 hp (160 kW / 218 PS) and 350 Nm (258 lb-ft) of torque and a choice of 63 kWh or 76 kWh batteries, the latter delivering a WLTP range of 320 km (199 miles).
We’d be surprised if the Staria didn’t improve on both the battery capacity and range with the help of the Ioniq’s 84 kWh pack, while retaining the V2L capability and 800-volt technology for fast charging. The Moody can add 62 miles (100 km) of range in just 10 minutes when hooked up to a 350 kW charger.
The Staria EV should be revealed later this year, but until then buyers will have to content themselves with a choice among a 3.5-liter V6, a 1.6-liter hybrid or a 2.2-liter diesel powertrain.
BMW has given us a taste of what our ears can expect from BMW’s Neue Klasse EVs.
HypersonX soundscape changes as the driver switches from Personal to Sport modes.
The brand says sounds contain fewer notes than previous EVs, but more depth and range.
The first of BMW’s Neue Klasse EVs drops this fall, and it’s not only the exterior styling, dashboard layout and electric platform that’s new. So is the soundtrack for this new generation of electric vehicles, and BMW has given us a glimpse of what kind of noises to expect when we eventually slide behind the wheel of the 2026 iX3 and 2027 i330 sedan.
This isn’t the first time BMW has created unique soundtracks for its EVs. It famously commissioned Hans Zimmer to come up with signature sounds for the i4 and i7. But the automaker claims the new HypersonX soundscape developed by BMW’s own Sound Design Studio is even more complex and nuanced.
Neue Klasse cars benefit from a new audio control unit that brings a greater dynamic range, BMW claiming that although the new soundscape uses fewer notes than older systems, it delivers more color and depth to give a more natural feel.
43 Layers of Motion
HypersonX has 43 different sound signals and driving sounds for the cars’ Personal Mode and Sport Mode settings and when the driver accelerates the car shifts through three-dimensional sound layers to create a sensation of speed.
The team didn’t only spend time working out how to make the EVs feel exciting at full throttle, but also how they sound when you first open the door and any time you’re inside. BMW says it drew inspiration from art, science, light and nature, and even used sounds created using a choir made of development team members.
“The unique sound spectrum of HypersonX plays a major role in giving a Neue Klasse model its own, highly distinctive character acoustically,” says Renzo Vitale, Creative Director of Sound Design BMW Group.
“Through our focus on precision, warmth, and lightness, we can create a direct emotional connection between the driver and their vehicle.”
The first production BMW to benefit from HypersonX is the iX3 SUV, the electric brother to the recently-facelifted X3, which is scheduled to make its debut this September.
Tesla retained market dominance but saw an 8.6% drop in its market share.
Rivian tumbled to ninth place overall, with a sharp 37.1% drop in Q1 sales.
Ford’s F-150 Lightning remained the top-selling electric truck despite a dip.
Americans bought more electric vehicles in the first quarter of 2025, but it’s not just enthusiasm for clean energy that’s pushing the numbers. Sales of EVs were up 11.4% year-over-year, with some of that bump likely driven by fears of disappearing federal tax credits and looming tariffs. Gas-powered cars even saw some love, as buyers rushed to lock in purchases before incentives or prices changed. Crisis buying: it’s not just for toilet paper anymore.
For context, the entire new vehicle market (regardless of powertrain) grew 4.3% in Q1 2024, totaling roughly 3.9 million units, according to Auto News. That puts EVs at 7.6% of the market, a noticeable increase from last year, and a sign that electric adoption, while still uneven, continues to inch forward, at least for now.
Brands: Tesla Still Leads, But It’s Not All Good News
You probably guessed it that Tesla still wears the EV crown. The company moved 128,100 vehicles in Q1, capturing a commanding 43.5% share of the EV market. That’s still dominant, but it’s down 8.6 percentage points from last year. Some of that slip can be chalked up to delays in rolling out the updated Model Y. The rest? Probably a mix of market competition and the ongoing Elon Effect, a combo of social media theatrics and questionable business decisions that make both investors and buyers twitch.
Ford continues to hold a firm grip on second place, selling 22,550 electric vehicles in Q1, an 11.5% increase over last year, giving it a 7.7% share of America’s EV market. But the real drama happened just below that. Rivian, which held the No. 3 spot last year, tumbled all the way down to ninth place after a steep 37.1% drop, totaling just 8,553 sales. Hyundai, previously in fourth, slid to No. 6 despite a modest 5.1% gain to 12,843 units. Its Kia sibling dropped from fifth to eighth, as sales fell 24.1% to 8,665.
Taking their places, Chevrolet surged into the No. 3 spot with 19,186 units sold, recording a 114.2% increase, while BMW climbed to No. 4 with 13,858 deliveries, up 26.4% from a year ago. There were other notable shifts as well: Porsche more than tripled its EV sales in Q1, thanks to the Macan Electric. On the flip side, Mercedes took the hardest hit, with sales plunging 58.3%, despite aggressive lease deals and major incentives, as many of our readers have pointed out. For all the numbers and surprises, check out the full brand breakdown below.
BEST SELLING EV BRANDS
Brand
Q1-25
Q1-24
YOY
Market Share
Tesla
128,100
140,187
-8.6%
43.5%
Ford
22,550
20,223
11.5%
7.7%
Chevrolet
19,186
8,957
114.2%
6.5%
BMW
13,538
10,712
26.4%
4.6%
Hyundai
12,843
12,218
5.1%
4.4%
VW
9,564
6,167
55.1%
3.3%
Honda
9,561
–
–
3.2%
Kia
8,656
11,401
-24.1%
2.9%
Rivian
8,553
13,588
-37.1%
2.9%
Cadillac
7,972
5,800
37.4%
2.7%
Nissan
6,471
5,284
22.5%
2.2%
Audi
5,905
5,714
3.3%
2.0%
Toyota
5,610
1,897
195.7%
1.9%
Acura
4,813
–
–
1.6%
GMC
4,728
1,668
183.5%
1.6%
Porsche
4,358
1,247
249.5%
1.5%
Mercedes
3,472
8,336
-58.3%
1.2%
Subaru
3,131
1,147
173.0%
1.1%
Volvo
2,718
996
172.9%
0.9%
Jeep
2,595
–
–
0.9%
Dodge
1,947
–
–
0.7%
Genesis
1,496
992
50.8%
0.5%
Lexus
1,453
1,603
-9.4%
0.5%
Mini
696
824
-15.5%
0.2%
Jaguar
381
256
48.8%
0.1%
Other EVs
5,930
6,764
-12.3%
2.0%
Total (Estimates)
296,227
265,981
11.40%
100%
Cox Auto / KBB
SWIPE
Models: The Y Slips But The 3 Soars
Looking at individual models, the Tesla Model Y still tops the US EV sales chart, but its grip on the lead has loosened. It delivered 64,051 units in Q1, marking a steep 33.8% decline from last year. The delayed launch of the standard facelifted “Juniper” version didn’t help matters, as only the pricier Launch Edition was available early in the quarter. We’ll see how the new Juniper performs once the entire range goes on sale.
On the flip side, the Model 3 is having its moment. It saw a huge 70.3% increase in sales, hitting 52,520 units in Q1. For perspective, that’s nearly as many as the next three brands (Ford, Chevrolet, and BMW) sold combined, at 55,274. Tesla’s aggressive sales strategy likely played a role, with improved lease offers and zero-percent financing, though that conveniently wrapped up in April.
The Ford Mustang Mach-E maintained third place among EV models with 11,607 units sold, a significant 21% increase, helped along by solid discounts and lease incentives. Rounding out the top five were the Chevy Equinox EV (10,329 units), the Honda Prologue (9,561), and the Hyundai Ioniq 5, which saw 8,611 deliveries, a 26.2% jump.
Trucks: F-150 Still Rules But Cybertruck Catching Up
As for electric trucks, the Ford F-150 Lightning remains the best-seller, even though deliveries dropped 7.2% compared to the same period in 2024. Tesla’s Cybertruck, love it or hate it (and many do), is at least moving the needle upwards, with 6,406 units sold, up 128.5% over last year’s laughably small starting numbers.
GMC doesn’t separate sales by body style, but Rivian does, and its R1T pickup moved just 1,727 units this quarter, a massive 47% drop from Q1 2023. For all the flak the Cybertruck catches online, it’s still outselling the R1T by a wide margin. No, it’s not the million-unit-a-year miracle Elon once promised, but it’s still finding more buyers than the R1T and that should be sounding alarms in Rivian’s executive suite.
UK protesters destroyed a donated Tesla Model S to protest Elon Musk’s growing influence.
The ‘Everyone Hates Elon’ campaign has gathered momentum across social media.
Ads mocking Musk and Tesla appeared across bus stops with provocative political slogans.
Public opinion on Elon Musk isn’t exactly glowing these days, and that discontent isn’t limited to the United States. Across the Atlantic in the UK, backlash against Tesla and its high-profile CEO has been gaining steam.
Most recently, a group calling itself “Everyone Hates Elon” organized an event where a 2014 Tesla Model S was systematically destroyed in what they described as both a protest and a live art installation. The display was part of a broader campaign against Musk, which has been growing in visibility.
The black Model S was provided by an anonymous donor and placed at Hardess Studios in south London. Participants then vented their frustrations by smashing the electric sedan with sledgehammers and baseball bats. What started as a perfectly good Tesla ended up as one where every single body panel has been destroyed, and it looks like it’s been involved in a devastating crash.
The Everyone Hates Elon group appears to have gained traction through social media and has attracted attention with provocative materials, including stickers that read, “Don’t buy a Swasticar.”
Among those participating was Alice Rogers, a researcher from Illinois currently working at the University of Cambridge. She said the protest offered an outlet for frustration over what she sees happening back in the US.
“Musk is acting in ways which violate our constitution. I’m very concerned by what I’m seeing – he’s gutting agencies and cutting USAID,” she told The Guardian. Another participant, 32-year-old Giles Pearson, pinpointed Musk’s rightwing politics as the reason why he wanted to wreck the Model S.
Anti-Musk Actions Escalate in the UK
The campaign against Musk has intensified across the UK, with guerrilla-style messaging appearing in public spaces. Fake advertisements have popped up at bus stops with slogans like, “Autopilot for your car. Autocrat for your country”, “Now With White Power Steering,” and “The Fast and the Führer.”
The New York Times reports that several anti-Musk groups have popped up across Europe, many of them sharing the dual aim of damaging Tesla’s brand and sinking its stock value. Some are explicitly focused on disrupting sales and targeting the company’s public image.
“There’s never been a target exactly like this,” John Gorenfeld from the ‘Takedown Tesla’ group said. “Nobody who is that rich and powerful has behaved that outrageously. There’s something campy and ridiculous about Musk’s brand of toxicity. And it opens up a real space to ridicule.”
In March, the average transaction price for an types of new cars in the US was $47,462.
Interestingly, the average ATP of a new EV last month was much pricier at $59,205.
ATPs at brands like Land Rover, Lincoln, and Mitsubishi have spiked considerably.
Car buyers looking for a break may be in for a short-lived reprieve. While vehicle prices are widely expected to rise in response to the Trump administration’s new tariff policy, March offered a rare moment of calm. Both new and used car prices dipped slightly compared to February, and on average, they were less than 1% higher than they were in March 2024.
It’s a temporary win for shoppers, but don’t expect it to last. Once dealers run through their pre-tariff inventory, the market is likely to shift.
Data from Cox Automotive reveals that the average monthly transaction price for new cars in the US last month was $47,462. This is a small decline from the $47,577 of February. Curiously, the ATP discrepancy between ICE models and EVs has actually increased recently, even though EVs should, in theory, be approaching price parity.
EV Prices Push Higher
Estimates put the average ATP of a new EV in March at $59,205. This is a 7% increase year-over-year and up from $57,015 in February. This is in part due to rising Tesla prices, with its ATPs estimated at $54,582, or 3.5% higher year-over-year, and jumping 4.5% from February, too.
Average transaction prices at other brands have also jumped. For example, Land Rover ATPs hit $107,129 in March, up 8.8% from February’s figure of $98,478. They are also up 6.1% year-over-year. Lincoln and Mitsubishi ATPs also rose 4.7% and 4.3% month-over-month, hitting $68,281 and $31,692, respectively.
A few automakers actually posted lower ATPs in March. For example, they were down 5% at Cadillac in March, dropping to $74,078. They also declined 5.8% at Jaguar to $64,403, and were down 2.6% at Dodge and Infiniti, falling to $49,548 and $62,276, respectively.
Cox Automotive’s data also reveals that total market sales climbed significantly in March, even though prices and incentives largely remained steady. It estimates that 1.59 million new vehicles were sold last month in the US. If accurate, this would represent the best sales volume month in nearly four years and is a 30% increase from February.
The reason is simple. Many car shoppers have been rushing to buy a new vehicle before the tariffs hit and increase prices across the market.
“All signs point to higher prices this summer, as existing ‘pre-tariff’ inventory is sold down to be eventually replaced with ‘tariffed’ inventory,” Cox executive analyst Erin Keating said. “How high prices rise for consumers is still very much to be determined, as each automaker will handle the price puzzle differently. Should the White House posture hold, our team is expecting new vehicles directly impacted by the 25% tariff to see price increases in the range of 10-15%.”
A new EU draft proposal could classify carbon fiber as hazardous automotive material.
Ban would threaten carmakers relying on carbon fiber to cut EV weight and improve range.
Even if passed, the law wouldn’t take effect before 2029, allowing time for adjustments.
Update: It looks like carbon fiber has dodged a regulatory bullet – for now. A representative from the European Parliament told Motor1 Italia that it plans to drop the lightweight material from the draft proposal, with the report stating, “Carbon fiber will be removed from the list of harmful materials, and cars sold in Europe will therefore be able to continue using it even after 2029.” Original story follows below.
Materials like lead, mercury, cadmium, and hexavalent chromium have long been classified as hazardous by the European Union. Despite that, they’re still allowed in the automotive sector under exemptions that don’t apply to other consumer goods. Now, though, another material could face outright prohibition in European cars: carbon fiber.
According to a new report, the European Parliament, which is responsible for the union’s laws, recently concluded a draft revision of the End of Life Vehicles (ELV) Directive that regulates dismantling and recycling vehicles and is aiming to make them more environmentally friendly. In it, carbon fiber is, for the first time anywhere in the world, classified as a harmful material.
Carbon fiber is used extensively in the aircraft industry as well as many other applications, such as wind turbine blades, cars and, to a lesser degree, motorcycles due to it being stronger than steel and lighter than aluminum. While it’s pricier than both, as its construction is far more difficult and costly, in many instances its advantages outweigh that con.
Is A Huge Market Worth Billions About To Be Decimated?
The world market for carbon fiber, which was worth $5.48 billion in 2024, is expected to grow annually at an average rate of 11% to $17.08 billion by 2035, US research firm Roots Analysis estimates. Currently, cars account for 10% to 20% of all applications according to Nikkei Asia‘s report. That number is bound to increase exponentially as manufacturers strive to lower the weight of their electric vehicles.
The extra weight of EVs compared to ICE-powered vehicles is due to them having to haul a big battery pack, usually on the floor. Using carbon fiber is seen as an ideal solution, especially by premium manufacturers for whom price is far from the first priority, unlike handling and range, which are compromised by all that weight and definitely matter much more to them.
Caution: Carbon Can Be Harmful When Getting Disposed Of
So why does the EU consider the material to be hazardous? The reason that when carbon fiber, which is bound with resin, is discarded, filaments may become airborne, causing short circuits in machinery and, more importantly, pain in humans if they contact the skin and mucosal membranes.
As Nikkei Asia points out, the ones who stand to lose the most if this ban goes through are three Japanese companies, Toray Industries, Teijin and Mitsubishi Chemical, who combined hold 54% of the world’s carbon fiber market. For Toray Industries, after aircraft and wind power generation, cars are the third largest segment of its business. Moreover, 50% of that is in Europe, so it would be greatly affected if this proposal gets voted into law.
Apart from EVs, many brands use carbon fiber in their ICE or hybrid cars – McLaren even makes the whole chassis of its supercars out of it. The good news is that even if this ban is adopted in Europe (and that’s a big “if”, as it’s bound to be met with lots of resistance), it won’t come into effect until 2029.
Are We Getting Ahead Of Ourselves?
Four years may not be such a long time for manufacturers who must develop their upcoming cars to comply with regulations, but take a look at how our world has changed in less than four months, when Donald Trump took office as the 47th US President.
A single decision, the 25 percent tariff on imported cars which was implemented on April 2, sent economies all over the globe into a spin. Yet nothing’s set in stone yet, as many countries intend to negotiate with the Trump administration over this measure that harms their business. So, perhaps we shouldn’t worry too much about a possible ban on carbon fiber in Europe just yet – unless, of course, we were execs in one of the aforementioned Japanese companies. Or McLaren.
The pint-sized EV lapped the famous Top Gear test track in just 55.9 seconds.
McMurtry’s Speirling was a full 13 seconds quicker than the Aston Martin Valkyrie.
The EV’s fan system delivers 2,000 kg (4,400 lbs) of downforce at a standstill.
The McMurtry Spéirling Pure is unlike any other car on the planet. And, as it turns out, it can also go around the Top Gear Test Track unlike any other, too, setting a new outright lap record with ease. While the British EV looks a little funky, there’s no questioning its performance credentials.
Top Gear managed to get its hands on the Spéirling Pure, and it knew it was going to be fast. However, it wasn’t clear if it would be able to topple the Renault R24 Formula 1 car that lapped the circuit in 59.0 seconds back in 2004. Not only did the McMurtry topple that record, but it absolutely destroyed it. The EV needed just 55.9 seconds to complete a lap.
The speed at which the Spéirling accelerates and can handle corners is mind-boggling. It needs just 1.5 seconds to hit 60 mph (96 km/h) and cancorner harder and faster than an F1 car. Thanks to its complex fan system, it produces 2,000 kg (4,400 lbs) of downforce at a standstill. The Pure is even more insane than the original prototype, which smashed the Goodwood hillclimb record a few years back.
It comes standard with wider front and rear slick tires and can pull more than 3G in the corners. It also delivers 999 hp, has a 60 kWh battery pack, weighs just 2,200 lbs (1,000 kg), and tops out at 190 mph (306 km/h). The Stig wasn’t able to hit the Spéirling’s vmax at the track, but did get it up to 177 mph (285 km/h).
When watching the onboard video, you could be excused for thinking you’re watching a video game that’s been sped up. The grip on offer is truly insane and out of every corner, the McMurtry bolts off into the distance like a scalded cat.
To put the car’s time into perspective, it didn’t just beat a 2004 F1 car, but it slashed 13 seconds off the Aston Martin Valkyrie‘s time, which until now held the record for the fastest road-legal car ever tested by Top Gear with a time of 1:09.6.
Before yesterdayElectric Vehicles - Latest News | Carscoops
The Charger Daytona EV came with big expectations, but soon proved to be a sales flop.
Things are so bad that dealers have been offering huge discounts since late last year.
Now Dodge is chiming in with a $6.5k rebate and awaits the ICE Sixpack and, possibly, V8.
Electric dreams don’t always go according to plan, especially when you’re trying to replace roaring V8s with silent speed. The transition from combustion powertrains to all-electric ones was supposed to be a one-way trip for automakers, the future most agreed was inevitable. But Dodge’s recent experience suggests the road ahead is a lot bumpier than expected.
In fact, the Charger Daytona, which abandoned the ICE powertrains of the previous-gen muscle car, has been underperforming both in tests and, more crucially, in sales.
The situation appears to be so bad that Dodge, which introduced the Charger Daytona EV at the end of last year, is now offering buyers a $6,500 National Retail Consumer Cash rebate, according to Cars Direct, which cites a bulletin sent to dealerships. That’s in stark contrast to what usually happens when a brand new sports car is launched, as dealers are more than eager to slap huge markups on them provided, of course, there is sufficient demand.
However, fans haven’t warmed up to the EV at all, as they still miss the Hemi V8, leaving Dodge with a serious problem on its hands. That challenge is further complicated by reports that the ICE-powered Sixpack could be delayed, as Stellantis has idled the Windsor plant, where it’s set to be built, in response to Trump’s 25% import tariffs.
Even if the Sixpack is launched on time and gets well received by buyers, Dodge still has to sell the electric Daytona as well. Apparently, that’s easier said than done, and its dealers know it all too well as they’ve been offering much bigger discounts on their own way before the brand announced its $6.5k rebate.
This started in December 2024, but only last month, we found a 2025 Charger Daytona R/T on sale for $39,945. Since this car stickers at $62,685, that’s a discount of $22,740 – and it’s not the largest we’ve seen. In fact, another example that originally retailed for $61,590 was being offered for $36,932, which is $24,658 below MSRP.
Beyond the lack of emotional connection, there’s the price tag. The Daytona’s pricing strategy follows the same playbook Dodge used with the Challenger, where upper trims stretched into premium territory. But with the new Charger, the starting price has jumped to $59,595 for the R/T and $73,985 for the Scat Pack. Some well-optioned examples are approaching, or even surpassing, the $100,000 mark in terms of MSRP.
At that point, the Daytona isn’t just competing with muscle cars, it’s going head-to-head with more refined and tested performance rides. The Ford Mustang GT starts at $46,560. A BMW 440i Coupe runs about $65K. Even the M4, a benchmark in the segment, starts at $80K. It’s hard to imagine what Stellantis was thinking pricing the Daytona this far north, especially with electric performance still a tough sell.
Can A Hemi Save The Day?
So what can Dodge do? The new platform wasn’t built for a V8, but Stellantis might not have a choice. Recent reports suggest the company is already exploring ways to cram a Hemi into the new Charger’s engine bay, possibly as soon as 2026. Whether that move comes in time to save the brand’s muscle legacy is another question entirely. Here’s hoping it’s not too late.
Lexus is preparing an all-electric three-row SUV based on its 2021 Electrified concept design.
The new Lexus TZ may share parts with the RZ to reduce production and development costs.
Lexus filed TZ450e and TZ550e trademarks suggesting at least two variants in development.
Lexus isn’t exactly known for rushing into things, but when it moves, it tends to do so with quiet confidence. Now, it looks like the Lexus family is set to expand once again with the addition of a new all-electric three-row SUV. We’re getting an early sense of what it might look like, and it’s shaping up to be an interesting electric counterpart to the brand’s existing offerings.
The new model, likely to be called the TZ, will share its underpinnings with a Toyota-branded sibling known as the bZ5X. It’s expected to fill the role of a three-row alternative to the gas-powered Lexus TX, stepping into a space that’s growing fast in the EV market, where size, range, and badge cachet all matter.
To show how this new model may look, designer Theophilus Chin, also known as Theottle, has taken the Lexus Electrified SUV concept unveiled back in 2021 and made some production adjustments to it. While we won’t know how the TZ looks until Lexus starts testing some prototypes out in public, it would make sense for the brand to base it heavily on this concept.
A Familiar Face With Slight Tweaks
At the front, Theottle’s rendering swaps out the concept’s dramatic headlights for more conventional units, ones more in line with the current Lexus design language. The lighting elements below them, along with the shape of the front bumper, remain untouched, suggesting Lexus might not stray too far from its conceptual roots.
Moving along the sides, a few practical changes appear. The flush door handles of the concept are gone and have been replaced with more traditional hardware. A new set of wheels has also been added, and normal wing mirrors have been installed. It’s all standard production-car stuff, but necessary if this thing is going to hit a dealership lot.
The most obvious change made to the rear of the TZ is the fitment of smaller taillights that do not stretch as far down the rear quarter panels. Despite this, we think the rear of the new three-row Lexus still looks a little busy, and we hope Lexus’s designers come up with something more attractive than this.
Little is known about the production model, but in 2023, Lexus applied to trademark the TZ450e and TZ550e names, indicating that at least two electric models are being prepared. Lexus could use the same 77 kWh battery offered in the new RZ, but given the size and expected weight of this three-row SUV, it seems likely the TZ550e will need a pack with increased capacity. For comparison, the Kia EV9, one of the few EVs in this segment already on sale, offers a choice between 76.1 kWh and 99.8 kWh battery packs.
Talking about the RZ, the entry-level version is the RZ 350e that features a single electric motor at the front axle with 224 hp (167 kW) and 198 lb-ft (269 Nm) of torque and has a 357-mile (575 km) range. The RZ 500e packs two electric motors that deliver 375 hp (280 kW) for a 0-100 km/h (0-62 mph) time of 4.6 seconds and has a lower estimated range of 311 miles (500 km).
For the 2026 model year, Lexus added the RZ 550e F Sport to the lineup. It produces 402 hp (300 kW) from its dual-motor setup and accelerates to 100 km/h (96 mph) in 4.4 seconds. That added performance, however, comes at a cost as range drops to 280 miles (450 km). Since the TZ will be larger and heavier than the RZ, to quote Jaws‘ most iconic line, Lexus is gonna need a bigger boat – em, I mean battery.
Despite all the press it got and its initial success, the Cybertruck’s sales have trailed off.
In January, Tesla reportedly reassigned workers from the truck’s line to that of the Model Y.
Meanwhile, Musk is hyping up the Optimus robot, claiming that he’ll build millions each year.
Here are three things you probably already know but, in light of what will follow, are worth repeating. First, Tesla is not your average car company. Second, the Cybertruck is as far removed from your average truck as can be. And third, Elon Musk is definitely not your average CEO, seems to have an opinion about everything, and makes sure that it’s heard. Loud and clear.
Tesla’s success story and how it managed to disrupt the automotive industry has been told so many times that we won’t bore you with it. The Cybertruck, though, is worth exploring because it’s a relatively new product and was touted as the truck to end all trucks, electric or not. So, did it?
When it comes to publicity, the answer is a resounding “yes”. Hardly a day goes by without a story (or five) involving Tesla’s angular pickup truck, whether it be how ugly divisive its looks are, how its frame snaps in a YouTuber’s test while an old Ram’s doesn’t, the time a terrorist chose one to detonate an explosive device outside a Trump Hotel, and so on and so forth.
The Hype Is Still On, But Sales Are Falling
But first, let’s take a small trip down memory lane to October 2023. A month before the Cybertruck’s launch, Musk boasted that Tesla had already received “over 1 million reservations” and demand for the unconventional truck was “off the charts”. Of course, you could make a reservation for a refundable $100 (later raised to $250) deposit, but that was a minor detail…
Naturally, no one, not even Musk himself, expected all those reservations to translate into actual orders. In fact, Stephanie Valdez Streaty, director of industry insights for Cox Automotive, told Wiredthat “The automotive industry aims for a conversion rate of around 2 to 16 percent”. Since a couple of weeks ago Tesla revealed, as part of a recall campaign, that it has delivered 46,096 Cybertrucks from November 13, 2023, to February 27, 2025, it represents a conversion rate of less than 5 percent. That’s within the aforementioned range, but not exactly music to Musk’s, or Tesla fanboys’, ears.
While nobody would dare accuse the world’s richest man of making misleading statements (except, maybe, the “crooked” SEC), 46,000 sales do not indicate that demand is “off the charts”. Granted, initially it was the new shiny toy everyone who’s someone had to have, and in the first half of 2024 the Cybertruck was America’s sales leader in the six-figure-priced car club. However, compared to the sub-$100k one, which is most carmakers’ that aren’t called Ferrari, Bentley, Aston Martin or Lamborghini, bread and butter, it’s quite an exclusive club, wouldn’t you agree?
Model Y Production Is Prioritized Over That Of The Cybertruck
In early January, Business Insider reported that, according to its sources, declining sales led to Tesla moving some of its workers in the Austin plant from the Cybertruck to the Model Y production line. The company told its workers in a survey where it asked them about their reassignments that “As we continue to assess schedules to meet business needs, we’ll be making a change to Model Y and Cyber schedules and we want to ensure that your preferences are considered”.
Two workers said that this was an unusual move as such changes are only implemented for new vehicles. Then again, maybe the brand considers the Model Y Juniper an all-new model, so this was justified. After all, the Model Y is Tesla’s bread and butter product – and an extremely successful one, at least until last year when sales dropped sharply. But that was natural as everyone knew the updated Juniper was soon coming our way, so they probably decided to wait a few months rather than buy the “old” model.
Forget Tesla And Sales, Let’s Talk About Robots Instead
As we’ve come to expect, though, the really hot stuff usually comes not from the company or its products, but from its head honcho who’s not afraid to speak his mind – and then some – at any given opportunity. Never mind the Cybertruck’s performance or Tesla’s rapidly declining sales; at a staff meeting on March 20, Musk focused on a non-automotive product: Optimus.
“This year, we hopefully will be able to make about 5,000 Optimus robots,” he declared. “That’s the size of a Roman legion. Which is like a scary thought. Like a whole legion of robots. I’ll be like, ‘whoa.’” Then he upped that target by stating that Tesla will make “probably 50,000-ish [Optimus robots] next year” (so, 10 legions), and subsequently corrected himself, saying that his company would actually make “maybe 100 million robots a year”.
Veni, Vidi, Vici – And Then, What?
Now, I don’t care to do the math, I don’t know whether Musk’s promises will turn out to be true (though he does have a less that perfect track record on that) and, last time I checked, I don’t have an BA in History. I’m no gambler either, but I’m willing to bet not even Julius Caesar had that many legions at his disposal when he crossed the Rubicon to march towards Rome.
After emerging victorious in the ensuing civil war, he was declared dictator perpetuo – that’s “dictator for life” in Latin – in January, 44 BC. Little did the great general know how short-lived that title would turn out to be; he was assassinated two months later, in March.
Well, the only sure thing is life is death (and taxes…), so it all boils down on how you wanna be remembered. Julius Ceasar, apart from his conquests, is also famous about his one-liners – even the one uttered while he was being stabbed to death (“You as well, Brutus?”). I believe Elon Musk will also go down in history, though I can’t predict for what. Perhaps you care to speculate in the comments?
ADAC found EVs break down less often than combustion cars, even with more EVs on the road.
Surprisingly, battery issues are the leading cause of breakdowns for both EVs and ICE cars.
Tires are the only category where electric car face more breakdowns than combustion vehicles.
The electric-versus-combustion debate isn’t just about performance or emissions anymore—it’s also about dependability. And according to Europe’s largest roadside assistance organization, the German Automobile Club (ADAC), electric cars might be quietly winning that fight.
Its workers, sometimes known as “Yellow Angels” thanks to their bright uniforms, responded to more than 3.6 million breakdowns over the last year making this study. They recorded the details of each call, and that mountain of data shows that electric vehicles are breaking down less often than internal combustion cars.
EVs Show Fewer Breakdowns
For the first time in 2024, the ADAC said it had enough data to make a confident call on EV reliability, and that call favors electric. With another year of data behind them, the case has only grown stronger. While it responded to more EV calls for service than ever before, those accounted for just 43,678 out of the 3.6 million total or just 1.2%.
The organization pointed out in its recent study that the rise is likely due to the increased popularity of electric vehicles. In addition, the results should be more accurate since some of the EVs on the road are a year older now.
Crucially, 2024 marked the first year ADAC felt it had enough data to confidently say EVs were more reliable. With another year of records, that finding looks even stronger. “For cars first registered between 2020 and 2022, electric vehicles experienced 4.2 breakdowns per 1,000 vehicles,” German outlet Handelsblatt reports. For combustion cars in the same age range, that figure was 10.4.
Common Weak Spot For ICE and EVs
Interestingly, the most common issue for both types of propulsion was the same: the 12-volt batteries. They were the issue in 50 percent of the breakdowns for EVs and 45 percent of the breakdowns for combustion cars. In almost every single category over the last few years, combustion cars have seen more or equal issues when compared to EVs, including the electrical system, engine management, and lighting.
The one area where EVs seem to have more problems is when it comes to tires. Specifically, 1.3 calls for service out of 1000 were due to an EV with tire issues, while combustion cars saw just 0.9 in the same population. It’s worth pointing out that newer EVs do not seem to suffer from the same problem.
Of course, EVs are also devoid of potential ICE issues regardless of age. They don’t have oil to replace, nor the complex propulsion system that an internal combustion engine is, and as a result, they have fewer pieces that can break.
The ADAC acknowledges the challenges with comparing EVs and ICE cars at this point. The data is limited since all-electric vehicles just haven’t been around all that long, thus we can’t know just yet how reliable they’ll all be after they’re 10+ years old. Still, this is a good indication that EVs are improving and could indeed be a more practical mode of transportation, even when we ignore their effect on sustainability. For more detailed information.
Almost 300,000 EVs were sold in the United States during the first three months.
Porsche, Toyota, VW, Volvo, and GMC increased their sales in Q1 significantly.
Tesla sales dropped by 9%, but it still retains a 43.5% share of the EV market.
Electric vehicle sales in the United States are gaining ground, but the road to mainstream dominance is still a long one. While EVs made a notable leap forward in the first quarter of 2025, they continue to account for only a fraction of total new car sales. Some automakers rode a wave of growth with new models and fresh demand, while others—Tesla included—faced early-year setbacks.
In total, 296,227 electric vehicles were sold nationwide between January and March, marking an 11.4 percent increase over the 265,981 units delivered during the same period last year. New data shows that General Motors had a particularly strong showing, with more than 30,000 GM EVs finding buyers in Q1—nearly doubling its output from a year ago. A mix of fresh offerings from Chevrolet and GMC helped drive the gains, while Cadillac continued to post steady performance.
GM Surges with Chevrolet and GMC
Chevrolet alone sold 19,186 electric vehicles in Q1 2025, a 114.2% increase over the 8,957 units it moved in the same quarter last year. The big success story was the Equinox EV, which led the brand’s lineup with 10,329 sales. The Blazer EV followed with a staggering 931.2% increase—rising from just 600 units in Q1 2024 to 6,187 units. The Silverado EV also posted a strong debut with 2,383 deliveries. Meanwhile, the Bolt EV and EUV were essentially absent, with only 13 units sold after GM officially discontinued the models two months ago.
GMC contributed solid numbers as well. The Hummer EV pickup and SUV posted a combined 3,479 sales, up 108.6%, while the brand also moved 1,249 units of the new Sierra EV.
According to Cox Auto, Porsche recorded the highest EV growth rate of any brand, with sales up 249% thanks to the arrival of the new Macan Electric. Toyota’s EV sales climbed 195.7% to 5,610 units, the Volkswagen Group jumped 183%, and Volvo spiked 172.9% on the strength of the new EX30 and EX90 models.
Tesla by contrast, didn’t share in the early-year enthusiasm. The company saw its US sales drop 9% year-over-year, delivering 128,100 vehicles in Q1. Still, even with the decline, Tesla holds a commanding 43.5% share of the U.S. EV market—nearly half of all electric cars sold.
Several other automakers also saw declines. Mercedes-Benz posted the steepest drops, down a staggering 58%. Rivian followed with a 37% dip, and Kia slipped 24% compared to the same quarter last year.
Looking ahead, Cox Automotive expects the rest of the year to be anything but smooth. “The rest of 2025 will likely be a volatile one for EV sales in the U.S., despite the introduction of new product and healthy incentives,” the firm noted. Tariff-related headwinds could weigh heavily, particularly for automakers relying on imported materials. Steel and aluminum tariffs are already a hurdle, and with China supplying much of the world’s EV battery materials, the ongoing trade standoff may distort the market further.
The rear end of BMW’s Vision Driving Experience concept has received widespread criticism online.
The EV concept features four electric motors, promising impressive performance but divisive styling.
Back in February, BMW pulled the curtain back on its all-electric Vision Driving Experience study, giving us a conceptual peek at what’s coming with the first M-branded Neu Klasse EV. The German brand’s design direction has faced its fair share of criticism in recent years, and while they’re trying to embrace a fresh new look, it seems not everyone is onboard with their latest vision.
Earlier this week, BMW published images of the Vision Driving Experience on its Instagram page, and the reception has not been all positive. A look through the comments shows that people have taken particular issue with the rear-end design of the EV, and we can’t blame them.
We think BMW has done a nice job with the front-end design of its Neue Klasse concepts, ditching the hideous kidney grilles found on several existing models in favor of slimmer grilles that are joined seamlessly with the sharp LED headlights. However, the rear is a different story.
While the front of the concept sits quite low, as a sports sedan should, the rear end is much more upright and sits far higher than it needs to. The taillights are also positioned at the very top of the tailgate and look out of place.
People haven’t held back in voicing their opinion. “What the hell is this rear view,” one comment with over 6,500 likes reads. “Y’all need to fire your designer,” a user says, while another with over 3,000 likes says, “Tf are those rear lights.”
One comment is a meme showing a large pile of excrement, while another says, “I will pay you a billion pounds not to make this.” A popular fitness influencer with 2.7 million followers also left a comment, saying “Front is smooth but what the *** is that rear.”
Since the piece went live, there have been a few positive comments sprinkled in, but they’re pretty much an afterthought, with likes numbering in the single digits. Safe to say, most people aren’t exactly lining up to praise this design.
So, what do you think – does BMW need to go back to the drawing board, or are we just nitpicking? In any case, at this point, the concept‘s rear end might be the least of the brand’s worries when it comes to public opinion.
Chinese EVs might be ready to take over the world, but the US is a different story.
Last year, Biden increased taxes from 25% to 100% to negate their price advantage.
Trump’s new tariffs worsen things, but in 2021, someone managed to bring in a Wuling.
The US and China have been at loggerheads for quite some time and their rivalry seems to be intensifying with each passing day. One could describe it as a 21st Century version of the US vs. USSR situation – a Cold War 2.0 if you like, with China replacing the country that used to be known as the Soviet Union when the latter collapsed almost overnight in the early 1990s. Well, one always needs an big, scary enemy to galvanize their citizens and keep their military and industrial complex busy, right?
One of the most hardly fought fronts in this undeclared war is that of the automotive industry. See, China used to be a lot like the Soviet Union, seen by Westerners as monolithic and stuck in the past, its people allowed no freedom whatsoever. Most of them didn’t even have cars, for crying out loud, and those that did were forced to make do with sub-par, by our standards, locally-made ones. Oh, how the tables have turned.
The US Has A “National Security” Problem
Nowadays, it’s the rest of the world that’s afraid at the thought of a Chinese invasion; only it won’t be by armored divisions, fighter squadrons and aircraft carriers, but something much more benign that’s already in vogue in the West: electric cars. Not cheap European or American knock-offs, either, but ones with cutting edge technology, modern design, lots of built-in features and even performance that can rival whatever their competitors throw at them. And all that at a much more affordable price, too.
No wonder the US is actively prohibiting them from being imported in the country on the grounds of protecting national security.
It’s not something that started with Donald Trump, either, despite the 47th President being extremely vocal about putting an end to China’s advancements. The former occupant of 1600 Pennsylvania Avenue in D.C., Joe Biden, was the one who increased the tariffs on Chinese cars from 25 to 100 percent in 2024, while he banned tech giant Huawei from the States by evoking (you guessed it) national security concerns.
Excluding Chinese-made cars from brands like Volvo, Polestar and Ford, no cars from the Peoples’ Republic are allowed to be sold in the US, whereas GM and Ford have been doing business in China for many years and even build market-specific models that cater to local buyers’ preferences.
One Man’s Quest to Get His Hands on GM’s Wuling Macaron
Which brings us to John Karlin, a guy who might or might not have had all of this in mind when he read an article in 2021 about GM China’s Wuling Hongguang Mini EV outselling the Tesla Model 3 in China. “I saw an article saying the most popular EV in the world is the Hongguang Mini EV, but you can’t have one. So that got me asking: Well, why is it the most popular vehicle? And why can’t I have one?,” he told Wired.
Eager to know what all the fuss was about, he went on and ordered a Wuling Macaron, a fancier version of the Mini EV, that he was determined to make his daily despite car imports from China being officially forbidden.
Undeterred, he bought one and started looking for a way to bring the EV on American soil legally. Buying it though was the easy part, and it cost him less than $8,000. Importing, registering and driving it on US roads proved to be the real challenge. By October Karlin, a registered nurse and quality process analyst, was driving from Oklahoma City to Freeport, Texas, to pick it up. Which, naturally, begs the question: how did he do it?
A Legal Loophole and an Ingenious Workaround
Karlin’s first roadblock was the 25-year law that allows cars of that vintage or older to be imported without going through the federal certification process. Problem: China wasn’t exactly making EVs that long ago. Grey, or parallel, imports, which thrive in other countries like the UK, where many Japanese icons have been imported over the years, was also not an option.
Congress made sure of that in 1988 when it outlawed them in order to protect US-made cars from the invasion of the Europeans and the Japanese that was happening at the time. Not that it eventually did domestic makers much good anyway.
Nevertheless, Karlin did have another recourse. As he told Wired, he discovered that certain states, including Oklahoma, have their own set of safety regulations for low- and medium-speed vehicles that aren’t allowed on highways. These are supposed to be street-legal golf carts or farm vehicles, but the diminutive Wuling Macaron fitted that description too.
The only thing he had to do in order to register it was to limit the EV’s top speed to 35 mph, proving that it wouldn’t go on a highway. While for many that would be a serious deterrent, Karlin mused that since he would only drive it to get to work or go grocery shopping, top speed wasn’t an issue anyway.
With that out of the way, the Macaron was registered, with Karlin thought be the first individual who brought such a car in the US. All in, it cost him around $13,000, which is 50 percent more than the sub-8k original price, but still cheaper than any other EV in the market, and it did the job quite nicely.
A Sweet Victory, But For How Long?
Karlin enjoyed the tiny Chinese EV for 12 months. Even though the state of Oklahoma re-audited his paperwork (he passed with flying colors) and he was followed by the police (but never pulled over), he was compelled to say goodbye when an unnamed US company offered to buy it from him in order to conduct research.
In fact, the company’s CEO visited him personally in Oklahoma City and sat in the car. Karlin admitted to Wired that he could “see the wheels turning in his head as he’s realizing this and that, and looking at these different features and materials”.
Today, with Biden’s 100 percent tax being compounded by Trump imposing a 20 percent levy on Chinese cars at first, and recently a 25 percent tariff on all imports, the cost would be significantly higher than it was in 2021, so going to all that trouble to bring in the Wulling probably wouldn’t make sense. But, at the time, it was a win for an individual fighting a government preventing him from getting his wish, and he did it all by the book, not by resorting to shady practices. We bet he feels going to all that trouble was well-deserved.
Europeans are notoriously loyal to their automotive brands, especially when it comes to premium options. However, that hasn’t stopped Seres, a fresh-faced Chinese automaker, from dipping its toes into the European market with a fully electric SUV. We recently spent a week behind the wheel of the Seres 5 to see what it has to offer prospective buyers.
The Seres 5 made its European debut in 2023, with a slow rollout across the continent through 2024. The model mirrors the design of the Chinese version that has been around since 2019, albeit with a slightly longer body. In 2022, Seres teamed up with Huawei to launch the Aito M5, a revamped version, but the global-spec Seres 5 we tested hasn’t yet gotten the same redesign.
Seres, formerly known as SF Motors, may be rooted in China, but it has a Silicon Valley presence and once had grand ambitions of selling cars in the U.S. These plans, however, appear to have been quietly shelved as the company shifts its focus to Europe, South America, and the Middle East.
QUICK FACTS
› Model:
2025 Seres 5
› Price:
€57,500 ($62,800) including local EV subsidies
› Dimensions:
Length: 185.4 inches (4,710 mm)
Width: 76 inches (1,930 mm)
Height: 63.8 inches (1,620 mm)
Wheelbase: 113.2 inches (2,875 mm)
› Curb Weight:
5,203 lbs (2,360 kg)*
› Powertrain:
Dual Electric Motors (AWD)
› Output:
577 hp (430 kW / 585 PS) and 940 Nm (693 lb-ft)
› 0-62 mph (0-100 km/h):
4.2 seconds*
› Battery:
80 kWh
› Range:
483 km / 300 miles (WLTP)
› On Sale:
China, Europe, Middle East, South America
*Manufacturer
SWIPE
Smooth and Curvy Lines
Unlike many new Chinese car brands that lean heavily on copying their established competitors (we’re looking at you, other automakers), Seres has made an attempt to bring something new to the table. Sure, eagle-eyed car nerds might spot a few design cues reminiscent of other cars—like the DS-style curvy daytime running lights or a subtle nod to the Porsche Macan in the rear end—but for the most part, the Seres 5 stands on its own.
The standout feature of the aerodynamic bodywork is the leaf-shaped greenhouse, highlighted by chrome accents. The EV’s silhouette blurs the lines between traditional and coupe-style SUVs, emphasizing the sculpted rear shoulders. The standard 21-inch alloy wheels, paired with red brake calipers, set a sporty tone, reinforcing that the Seres 5 is more of a GT crossover than an adventurous SUV.
During my time behind the wheel of the Seres 5, I noticed it attracted more attention than your average EV, turning plenty of heads—though that might also be because it’s a fresh new offering sparking curiosity. However, despite its recent arrival in Europe, the design is starting to feel outdated compared to newer competitors.
With a length of 4,710 mm (185 inches), the Seres 5 is a direct competitor to the Tesla Model Y, although the brand would prefer to position it against similarly-sized premium SUVs such as the BMW iX3, Mercedes GLC, and Audi Q6 E-tron.
The Cabin Is A Nice Place To Be
Step inside and you’re greeted by premium materials including the Nappa leather upholstery and the wood inserts. The perceived quality and the fit and finish is better than you would expect from a new brand, even though it doesn’t reach the levels of high-end models from the likes of BMW and Genesis. The standard equipment is quite generous and includes a panoramic glass roof and comfortable seats with heating, ventilation, massage, and memory functions.
The floating center console is a nice touch, incorporating a proper gear lever, storage compartments, and two wireless charging pads with cooling. The centerpiece is a Tesla-like 15.6-inch touchscreen, which is home to all of the vehicle’s functions.
While the infotainment system’s interface is fairly easy to use, it’s missing physical controls for key functions like A/C and drive modes—making it occasionally frustrating to navigate on the fly. Sure, there are buttons on the steering wheel for media and calls, but the ADAS stalk feels a bit like something from a previous generation.
At first, it seems that your smartphone can only connect to the system via Bluetooth. However, we later learned that the vehicle comes pre-installed with a third-party app, adding wireless Android Auto and Apple CarPlay compatibility.
The digital instrument cluster and head-up display give you all the essential info, but their graphics could use a refresh—they only change when you’re in the Race driving mode. On a positive note, the infotainment screen features sharp wallpapers and quirky widgets like “Take A Break” and “Camping Mode,” so at least you’ll have something to occupy your mind when the car is parked. Unfortunately, I was let down by the audio system—while the bass and volume are fine, the clarity just doesn’t live up to expectations.
Rear passengers are treated with the same level of quality as the ones in the front seats, having access to their own USB ports, climate vents, seat back net pockets, and a central armrest with cupholders and a storage cubby. Once you get past the weird shape of the rear doors, there is more than enough headroom for tall individuals. Rear legroom is adequate, but not as generous as in some other models in the category.
The boot space is where things get a little tight at 367 liters (13 cubic feet) in the five-seater configuration and an additional 67 liters (2.4 cubic feet) in the trunk. Then there’s the tailgate: to be honest, I spent several minutes trying to figure out how to open it. It turns out that the dedicated button is mounted on the rear windscreen wiper. Owners will know, but it’s not convenient having to explain this to every single one of your passengers when they want to put something at the back, although their reactions should be interesting.
Driving Impressions: An Electric Grand Tourer
Even after the first minutes of driving the Seres 5, I was impressed with the high levels of comfort, as the suspension smoothed out the bumps, cracks, and potholes of the roads. The chassis feels sturdy and the sound insulation is on par with premium rivals, making the cabin a sanctuary. here’s just one small issue: the faint hiss from the electric motor at low speeds, which, while minor, is noticeable if you’re paying attention.
Despite the intimidating figures which would put any ’90s supercar to shame, the Seres 5 proved to be friendly behind the wheel. This is especially evident in Eco mode, which prioritizes efficiency over performance. Comfort mode gives access to more grunt and is perfect for daily use, while Sport and Race unleash the full 577 hp (430 kW / 585 PS) and 940 Nm (693 lb-ft) of torque.
Even in the sportiest settings, the Seres 5 remains composed, offering smooth power delivery and minimal wheel spin when you floor it from a standstill. Acceleration is impressive, especially when you’re cruising between 60-140 km/h (37-87 mph), making highway overtakes feel effortless. This is where the Seres 5 excels as a long-distance cruiser.
The steering is notably light by default, making it ideal for city driving, but less suited for spirited handling. Luckily, there’s a setting that adds weight to the steering, though it requires disabling some lane-keeping ADAS features first, and it still feels artificial. Overall, while the Seres 5 packs plenty of power and the suspension manages its weight well, it’s clear that this vehicle wasn’t built for chasing hot hatches on winding roads.
Range And Charging
In terms of range, you can expect about 400 km (250 miles) from the 80 kWh lithium iron phosphate battery pack if you’re driving sensibly. The most efficient drivers might push closer to the WLTP estimate of 483 km (300 miles), but it’s tough to hold back when 577 hp is tempting you with every press of the accelerator. That said, the Seres 5’s range is comparable to the outgoing Tesla Model Y Performance, which was rated for 280 miles in the US, though most real-world drivers saw closer to 240-260 miles.
The battery can charge from 30% to 80% in 25 minutes using a 100 kW DC charger. While that’s decent, it’s not as fast as some rival EVs from the Hyundai Group or other Chinese automakers. It’s also worth noting that while the BEV is the only option available in Europe, buyers in China have the option of a range-extender powertrain, which is better suited for hypermiling.
Pricing And Rivals
Unlike other Chinese automakers like BYD, which target price-conscious buyers, Seres has positioned its only EV offering closer to European pricing. In Greece, where we tested it, the Seres 5 is priced at €57,500 (equal to $62,500) with local EV subsidies. In Germany, where availability is more limited, the price jumps to €64,990 ($70,700). These figures apply to the full-spec AWD trim, which is currently the only option available in Europe.
As is typical with a new brand like Seres, depreciation is something potential buyers should keep in mind. Used 2024 models with very low mileage can already be found for as little as €40,000 ($43,700)—not great for the original owners, but a pretty sweet deal for anyone looking for a one-year-old EV with plenty of performance.
When it comes to competition, the Seres 5 faces stiff challenges. The Tesla Model Y, for example, offers a comparable AWD Long Range trim starting at €43,990 ($47,900) in Greece. The facelifted Kia EV6 GT AWD is also a solid contender at €56,990 ($62,000).
There are a few premium offerings in the same price range, but they tend to be less powerful in their base configurations. For example, the outgoing BMW iX3 (not offered in the US) starts at €52,950 ($57,600) here in Greece, the Lexus RZ450e is priced at €58,700 ($63,900), and the newer Audi Q6 E-tron kicks off at a considerably higher €67,980 ($73,900). It will be interesting to see how the prices of the upcoming BMW iX3 Neue Klasse and the fully electric successor to the Mercedes-Benz GLC compare.
Verdict
The all-electric Seres 5 offers a comfortable ride, plenty of power, and the kind of premium feel you’d expect from a more established brand. Despite being a newcomer, it has a distinctive design and a high-quality interior, packed with standard features. However, it does fall short in a few key areas, including the absence of physical controls for essential functions, and some design elements that feel a bit dated.
The biggest hurdle for the Seres 5, however, is the intense competition it faces from well-established brands that already have loyal customer bases. On top of that, it lacks both the brand prestige of its European and Japanese rivals and the price advantage typically associated with Chinese models—one of the main selling points for many buyers.
If Seres can manage to lower the price, it might be worth considering introducing the Chinese-market range-extender version of the 5 in Europe, which could give the car a much-needed edge.
This years’s new Skoda’s seven-seat electric SUV has been spied testing.
EV alternative to ICE-powered Kodiaq is based on the Vision 7S concept.
Range of other MEB EVs drops below 140 miles when towing, tests show.
Skoda began teasing its new three-row electric SUV last month, which means a debut is probably imminent. But while the marketing team is stirring up some excitement, the Czech company’s engineers are making sure future owners don’t get a dose of the wrong kind of excitement when towing a large trailer.
SUVs are popular for their high driving position and generous interior space, but many owners buy traditional ICE-powered utilities because even those without body-on-frame construction can make for useful towing vehicles. And if automakers want to present EVs as serious alternatives to combustion vehicles, they need to be be able to haul trailers, boats and caravans, too.
The Towing Potential of EVs
In some ways, EVs make great tow vehicles. They’ve got tons of low end torque, the power delivery is smooth, and brake regeneration can prevent the conventional brakes from ever becoming overloaded. But because they are heavy, their towing capacity is usually lower than that of an equivalent ICE machine.
This new Skoda SUV, a production version of 2022’s Vision 7S concept which could be called the Space, is an electric alternative to the seven-seat combustion-powered Kodiaq. The Kodiaq is built on VW’s MQB Evo platform and in all-wheel drive vRS guise has a maximum towing capacity of 2,500 kg (5,510 lbs). But its electric counterpart rides on the MEB platform, the same one used by the Skoda Enyaq and VW ID.Buzz, and neither of those EVs can legally haul as big a load.
ICE Beats EV For Towing
The dual-motor Enyaq tops out at 1,200 kg (2,650 lbs) for a braked trailer, and Europe’s dual-motor Buzz can tow 1,800 kg (3,970 lbs) when fitted with the smaller 79 kWh battery, or only 1,600 kg (3,530 lbs) with the 86 kWh pack. But one of the Skoda’s key rivals could be Kia’s EV9, and that is rated at an impressive 2,500 kg (5,512 lbs).
In reality, if Skoda’s big EV can pull 1800 kg, that might be enough for many buyers not looking to drag huge boats, caravans and car trailers around. However, they’ll have to accept a sizeable drop in driving range when they’re hooked-up.
Many owners of MEB-platform EVs, including the VW ID.4 and Buzz, have documented their experience with towing in online forums, and according to their results, it’s not unusual to see a 50-60 percent reduction in range when pulling even an 820 kg (1,800 lb) trailer.
A 150-Mile Range?
Skoda claims a maximum range of 334 WLTP miles (537 km) for the AWD Enyaq in optimum weather conditions and when not towing, and the bigger seven-seater in these spy pics could be good for 370 miles (596 km) if it matches the claims for the 7S concept, which had an 89 kWh battery. But you could still be looking at a tow range of less than 150 miles (240 km) unless you keep the speed way down.
Sure, ICE-powered SUVs also take a big mpg and range hit when towing (though usually less than 50 percent), but they don’t have to worry about where to charge, or deal with the fact that unlike petrol stations, charging ones are generally not set up to deal with vehicles towing something behind them. So, would you buy an EV if you knew you wanted to tow things?
GM is temporarily halting BrightDrop 400 and 600 production at CAMI Assembly in Canada.
The slow-selling vans have been piling up, so workers are being laid off starting next week.
Following some off and on again production, the plant will be cut to a single shift in October.
GM had high hopes for their BrightDrop brand, but that enthusiasm waned and the vans were rolled into the Chevrolet lineup. While that move was designed to boost sales and availability, it hasn’t helped much as hundreds of unwanted vans have been piling up.
Given the growing inventories, it’s no surprise that the company is temporarily halting production at CAMI Assembly in Ingersoll, Ontario. The Canadian plant started BrightDrop production in late 2022 and employs more than 1,200 people.
Temporary Layoffs and Production Shifts
According to Unifor, GM will initiate temporary layoffs on April 14 and then bring workers back for limited production in May. Production will then end again to allow for retooling for assembly of the 2026 model.
When production resumes in October, the plant will be dropped down to a single shift for the foreseeable future. The union says this will result in the “indefinite layoff of nearly 500 workers.”
Unifor National President Lana Payne described the moves as a “crushing blow” and called on the automaker to “do everything in its power to mitigate job loss during this downturn.” She also called on the government to step up and support Canadian auto workers as well as Canadian-made products.
Payne was particularly adamant about the latter as she pitched the 400 and 600 vans as a “smart choice for Canadian business, government agencies, and for our economy.” That’s a not so subtle hint that she wants the government to buy some of the electric delivery vans.
While BrightDrop’s struggles are far from new, Payne used the opportunity to attack the Trump administration. She accused the United States of creating “industry turmoil” and said “Trump’s short-sighted tariffs and rejection of EV technology is disrupting investment and freezing future order projections.” She went on to claim this is “creating an opening for China and other foreign automakers to dominate the global EV market.”
Pricing Dilemma
As for the vans themselves, BrightDrop’s offerings start at $77,900, providing up to 614.7 cubic feet (17,406 liters) of cargo space and a combined range of up to 272 miles (438 km).
However, rival electric vans are far cheaper as the Ford E-Transit Cargo starts at $51,000 while the Mercedes eSprinter can be had for $61,180. That’s a bit of an apples to oranges comparison, but it’s not hard to see why hundreds of BrightDrop vans are sitting on dealership lots.
Despite the problems, Unifor noted the company is committed to CAMI Assembly and the 2026 vans will be getting “upgrades.” What those are remain to be seen, but hopefully a smaller battery pack is on the way to reduce pricing.
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