The new model will hit the market next year as the Super-ONE or Super-N in some markets.
Honda has yet to detail the car’s powertrain, but confirmed a simulated seven-speed transmission.
Found in the cabin are a pair of sporty seats clad in blue, white, and gray upholstery.
The Super EV Concept previewed by Honda at the Goodwood Festival of Speed has morphed into this: the Super-One Prototype. Presented at the Japan Mobility Show this week, this model is a close preview of a new production model that’ll essentially serve as a successor to the Honda e.
Presented in Tokyo as the Super-One Prototype, the pint-sized electric city car will be sold across Japan, Asia, and Oceania as the Super-ONE, but sold in the UK as the Super-N. It is based around Honda’s new N-One e: kei cars sold in Japan and has a sporty persona that’s bound to appeal to some performance car enthusiasts.
Honda hasn’t released powertrain details for the model, but says it’s equipped with a simulated seven-speed transmission and an Active Sound Control system that mimics the soundtrack of a “powerful” engine. The virtual gear shifts and the ICE-inspired soundtrack will fire into life when the car is driven in Boost mode. Additionally, there’ll be dedicated interior displays and coordinated lighting sequences to enhance the thrill of driving.
A Sport Design to Match
It’s not just the driver-focused nature of the Super-One that makes it stand out from the old Honda e. It also has a fun exterior design. Looking more like a car that has been tweaked by an aftermarket firm for the Tokyo Auto Salon, the EV includes bulging wheel arches and sporty bumpers. It even has a small wing at the rear.
Found in the cabin are sporty seats trimmed in black, white, and grey upholstery. There’s also a small digital instrument cluster and a large central infotainment display similar to other Honda models.
The production model will hit the market next year, first launching in Japan, before being added to Honda’s UK range and in several other Asian markets.
“The Super-N Prototype promises to offer a great entry point to Honda EV ownership when it arrives in our market next year, building on the excitement we saw for the concept model at Goodwood this summer,” Honda UK head Rebecca Adamson said. “By bringing Honda’s trademark ‘fun-to-drive’ performance to a compact all-electric model, we believe this is a unique proposition and we are excited for people to experience it from 2026.”
The Honda 0 α prototype gives us a clear indication as to what the production model will look like.
Honda refers to the 0 α as a “gateway model” for its 0 Series of electric vehicles.
The model will be sold globally, but focused on the Japanese and Indian markets.
The SUV staring back at you here is the Honda 0 α, unveiled in a world premiere at the Japan Mobility Show and already edging toward production within the next two years.
It’s officially labeled a “prototype,” but as we’ve seen in the past, in Honda terms, that means pre-production rather than pure concept. It joins the 0 Saloon and 0 SUV that made their debut earlier this year, rounding out Honda’s latest attempt to reinvent itself for the electric age.
Honda refers to the 0 α (Alpha) as a “gateway model” for its 0 Series range of electric vehicles. The production model will hit the market in 2027 and be available in markets around the world, with a particular focus on Japan and India.
It has a very similar design to the 0 SUV, but is slightly smaller. And, just like the two other 0 Series models, it looks unlike anything in Honda’s current range.
The most obvious points of difference between the 0 α and the 0 SUV are found at the front. This smaller model rocks a set of different LED taillights and DRLs, but retains an illuminated Honda badge. The lower bumper has also been redesigned and looks slightly more aggressive with a pair of body-colored elements.
From the side, the 0 α looks almost indiscernible from the larger model. It retains the same odd shape with an incredibly high rear window and thick rear pillars.
It also has the same rocker panels, the same basic doors, and the same flush handles. The most obvious difference is that it’s slightly shorter and lacks the tiny window behind the C-pillars of the larger model.
The similarities continue at the rear. Honda has equipped the 0 α with a U-shaped LED lightbar that stretches up the tailgate. Notably, the 0 α has a larger rear window than the 0 SUV, which should improve rear visibility. A curvaceous bumper also catches the eye.
What About The Tech?
Honda has yet to release any technical specifications about the new prototype. We know that the 0 Saloon and 0 SUV will share a platform with the Afeela EV that Honda co-developed with Sony. Presumably, the 0 α will also use the same architecture.
The carmaker notes that the 0 α also adopts the same ‘Thin, Light, and Wise’ approach of the other 0 Series models. Honda has previously said this approach will lead to the creation of an “ultra-thin battery pack” and a compact e-Axle.
The thin battery pack will allow Honda to reduce the height of the floors in its EVs and boost cabin space without impacting ground clearance.
As with the other 0 Series models, the 0 α should hit the market with at least 300 miles or 483 km of range. All 0 Series models are also tipped to hit the market with Level 3 self-driving capabilities that include an eyes-off function for highway traffic jams.
We also know the 0 Saloon and 0 SUV will come standard with NACS charging ports, although it’s unclear if the 0 α will as well given that Honda hasn’t mentioned plans to sell it in North America.
Rivian’s CEO praised the Xiaomi EV’s design after a teardown.
RJ Scaringe said he’d buy the SU7 himself if he lived in China.
He called it a well-integrated, nicely executed technology platform.
Last year, Ford chief executive Jim Farley surprised many when he revealed that his daily driver was a Xiaomi SU7 quietly imported into the United States. Now, another American industry leader has joined the conversation about the Chinese electric sedan that’s been causing a stir both at home and abroad.
Rivian chief executive RJ Scaringe revealed his team recently tore down an SU7, and, likely Farley, he’s full of praise for it. However, he says that developing and building a vehicle like it in China is very different than doing the same in the US.
How Good Is It?
According to Scaringe, the SU7 is a “really well executed, heavily vertically-integrated technology platform” that is “nicely done.” He added that if he were living in China, it’s one of the cars that he’d personally consider buying.
One of the SU7’s most compelling advantages is its price. With a starting figure of 215,900 yuan, roughly $30,000, it undercuts much of the competition. After taking the car apart, Scaringe explained that Rivian “learned nothing from the teardown” about how Xiaomi keeps costs so low.
There was no hidden engineering trick or obscure cost-cutting secret waiting inside the panels. The real explanation, he said, is simple: China’s extensive government support.
China Plays By Other Rules
The distinction, according to Scaringe, comes down to the economic landscape in which Xiaomi operates. State backing shifts the financial balance from the ground up, creating an environment that’s nearly impossible to replicate in the US.
“The cost of capital is zero or negative, meaning they get paid to put up plants,” Scaringe told Business Insider. “It’s a very different opportunity.”
Government Grants Alter The Playing Field
While Rivian was provided a $6.6 billion loan for its new production facility in Georgia, Scaringe noted that automakers in the People’s Republic like Xiaomi receive outright grants from their own government, which is “just not something that exists in the US.”
He also noted that China’s lower labor costs further tip the scales.
“When you take the cost of capital down to zero or less than zero and you have a cost of labor that’s very low – you can do the math, you can build a spreadsheet that can arrive at exactly how they’re doing it,” he explained.
Scaringe added that the reality behind Xiaomi’s pricing isn’t mystical or secretive. “I think it’s like Wizard of Oz. I think when people think there’s a Wizard of Oz, it’s not helpful. It’s like there is no magic in the world. Everything could be analyzed and calculated.”
Slate Auto will launch its $28K two-door electric pickup late next year.
It will rely on some 4,000 RepairPal-certified independent service shops.
The network covers warranty, accessory, and battery repair work.
Slate Auto is already treading water after its launch earlier this year. The removal of tax incentives makes its debut offering far less financially appealing than it would’ve otherwise been., and that’s a pretty big deal for a model that is build around it’s affordable pricing.
While it can’t control subsidies, the EV startup, backed by Amazon founder Jeff Bezos, can control how easy it is to own one of its vehicles. To that end, it’s just announced that it’ll give customers access to the Tesla Supercharger network and some 4,000 service locations on day one.
Like many other EV companies, Slate will sell directly to consumers. Without dealers, the brand would need to build and staff its own service locations. Now, a deal with RepairPal allows it to offer a network of roughly 4,000 independent repair shops across the USA for maintenance and repairs as needed.
According to Slate, these independent shops will handle everything from routine maintenance to accessory installations and even high-voltage repairs. Each one will get Slate-specific training, too.
In addition, the company is launching its long-promised Slate University, an online and app-based hub for tutorials, repair videos, and owner education. The platform will cater to both customers and service technicians.
Slate expects it to offer an evolving library of how-to guides and even some certification courses. “We want owners to feel confident before they even arrive at a service appointment,” CEO Chris Barman told Newsweek.
Supercharging the Experience
Charging is another area where Slate doesn’t want to over complicate things. Its product offerings will use the North American Charging Standard (NACS), giving drivers direct access to Tesla’s Supercharger network that consists of over 25,000 fast chargers nationwide and is widely regarded as the most reliable.
Essentially, Slate owners should have no issue going coast to coast so long as they’re okay with frequent stops due to the truck’s modest maximum range of 240 miles.
Production is set to begin late next year in Warsaw, Indiana, and Slate says that it already has over 100,000 reservations.
While we wait to see how many of those will actually convert to sales, it’s nice to see a new car company thinking ahead about the ownership experience.
Jaguar has quietly revealed their electric GT has been delayed until 2026.
Sedan will start around $130,000 and be the “most powerful Jaguar ever.”
It will ride on an all-new EV platform and have a range of up to 430 miles.
Jaguar is betting their future on an electric grand tourer, which was previewed by the Type 00 concept. The production model was supposed to be introduced late this year, but that’s no longer happening.
In an interview with ABC News, Jaguar managing director Rawdon Glover revealed that the ultra-luxury sedan has been delayed until 2026. The executive didn’t say why the electric model was pushed back, but it doesn’t bode well for the company.
That said, it wouldn’t be unreasonable to suspect that the recent major cyberattack played a part. The prolonged incident plunged Jaguar Land Rover into chaos in early September, and they’ve only recently resumed production.
It’s also worth noting that Jaguar is still testing the model as a prototype was spied on the Nürburgring last week. This could mean the GT isn’t quite finished and they wouldn’t have had things wrapped up in time for the originally scheduled debut.
Baldauf
Regardless of what caused the delay, Glover suggested they’ll start taking orders shortly after the debut. Deliveries will then start “relatively soon after that.”
How Much Will It Cost?
The car won’t be cheap as the executive implied the model will cost around $130,000. That’s nearly three times as much as the 2024 XF, but customers will be getting the “most powerful Jaguar ever.”
Glover didn’t go into specifics, but the company has previously said the car will ride on the Jaguar Electrical Architecture and have a range of up to 430 miles (692 km). Owners can also expect to get 200 miles (322 km) of range in as little as 15 minutes with a DC fast charger.
While Glover wasn’t ready to give details, he suggested the car will “drive really well.” He also implied it will buck trends as he said, “There aren’t many EVs that are really engaging to drive.”
Still Defending Jaguar’s New Look And Mission
The rest of the interview was largely focused on Jaguar’s new look and the controversial rebrand, which they’ve been defending for nearly a year. Glover said “We’ve got to create a car that has drama, has scale, has proportion … that will create a real visceral reaction when people look at it.”
The Type 00 concept has certainly done that and the executive noted seeing the car in person is a lot different than looking at it on your phone. As he explained, when viewed in the flesh, people can “understand the proportions, the drama, the scale of the vehicle.”
Glover went on to say the United States will likely become their biggest market and a “vast majority” of customers are “positive” about the design. However, he noted this comes after having the “time to explain and really walk through why the Type 00 looks the way it does.” That’s not ideal as beauty and desire shouldn’t need an explanation.
Getting back to the delay, Glover said new cars are still available and you’ll be able to get one for the “next 18 months or so.” That certainly seems to be the case as a quick search reveals over 2,100 new vehicles in stock. A vast majority of these are the F-Pace crossover, but there are still a few F-Types, I-Paces, and XFs around.
Mark Fields expects U.S. EV growth to continue at a slower pace.
Ford and GM are taking billion-dollar charges to realign strategies.
Experts believe adoption may recover once buyers adapt to prices.
The automotive industry never stays still for long. While electric vehicles are growing in popularity around the globe, they’re facing serious headwinds in the US.
The federal government is no longer subsidizing them, gas cars are no longer facing harsh penalties for missing economy regulations, and their pricing is still higher on average than that of an ICE car. Despite all that, Ford’s former CEO, Mark Fields, believes EV adoption will continue to steadily climb.
Is Growth Still Coming?
Speaking with CNBC on Friday, Fields said he expects “gradual growth” in all-electric vehicle demand after the Trump administration’s September decision to end the $7,500 new and $4,000 used EV tax credits.
The former Ford chief, who led the company from 2014 to 2017, believes long-term adoption remains inevitable as consumers increasingly shift toward renewable energy sources.
“You’re going to see these grow over time, but it’s not going to be at the pace that the automakers thought,” Fields said. “That’s why you’re seeing these big impairment charges that both Ford and GM and others have taken.”
GM announced that it’s taking a $1.6 billion charge associated with ‘strategic realignment’ of its EV game plan.
Ford’s current CEO, Jim Farley, also said earlier this month that the loss of tax credits could halve US EV sales in the near term. Like Fields, Farley believes adoption rates will continue to climb as more affordable models show up.
The former said that automakers “went full bore” into EVs without fully understanding customer demand. “You’re going to see more [charges] going forward as the industry adjusts to a new demand curve,” he commented.
That said, not everybody agrees that cutting subsidies will affect adoption as strongly as anticipated.
Former Tesla global sales chief Jon McNeill told CNBC earlier this month that European markets continued to grow despite similar subsidy rollbacks. It’s thus plausible that the US market could pick back up once buyers adjust to the new prices.
Lucid teases mid-size EV with sleeker styling than the larger Gravity.
It’s expected to start under $50,000 when production begins next year.
Nvidia Drive AV enables hands-off, eyes-off driving with dual Thor chips.
For as good as the Lucid Air and Gravity are, their price tags keep them out of reach for most buyers. Thankfully, the American brand is working on a more affordable mid-size SUV, and this is our first chance to see it from the rear.
The teaser image arrives almost exactly a year after Lucid first previewed the model’s front, timed to align with an important new partnership with Nvidia.
What Are We Seeing?
The image itself is deliberately dark, but there’s enough light to reveal a three-quarter rear view of what could be named the Earth.
Compared to the Gravity, it’s noticeably smaller, with a roofline that slopes sharply into a compact decklid. The more steeply raked rear glass gives it a sportier silhouette, setting it apart from its larger sibling and bringing it closer in profile to Tesla’s Model Y.
Additionally, Lucid has equipped it with simple horizontal LED taillights, no doubt cheaper than the complex units found on the Air and Gravity.
Other important details visible in this teaser include the newly designed door handle sitting flush with the bodywork and distinctive wheel arches.
Lucid plans to release more than one vehicle on its forthcoming mid-size platform, although details about the others are limited.
We know production of this new SUV will be handled by the carmaker’s AMP-2 factory in Saudi Arabia and should start before the end of next year. It’s expected to hit the market for less than $50,000.
Lucid x Nvidia
The company dropped this teaser of the mid-size model alongside a critical new partnership with Nvidia. Moving forward, Lucid will adopt Nvidia’s Drive AV platform, which promises eyes-off, hands-off, and mind-off Level 4 autonomous driving.
Lucid’s existing DreamDrive Pro system was developed in-house and has already been improved in the Gravity thanks to Nvidia’s systems, allowing for Level 2++ semi-autonomous driving.
To achieve Level 4 driving, Lucid will incorporate Nvidia’s full suite of sensors, including cameras, radar, and LiDAR. Starting with its mid-size models, each vehicle will include two Nvidia Drive AGX Thor accelerated computers running the Nvidia DriveOS operating system.
Lucid says “this next-generation AI computing platform, with its centralized architecture and redundant processors, will unify all automated driving functions, enabling a seamless evolution through the autonomy spectrum.”
The strengthened relationship between Lucid and Nvidia will also bring new automated-driving features to the Gravity via over-the-air software updates.
Canada is rumored to be ready to lift tariffs on Chinese EVs.
Government seeks a more open trade path with China.
Carney will meet Xi Jinping this week at the Asia-Pacific summit.
Canada could soon open the floodgates for a wave of inexpensive Chinese EVs, and you can practically hear the sound of Donald Trump grinding his teeth from across the border. The prospect alone has already stirred political tension, economic speculation, and a fair bit of cross-border irritation.
Prime Minister Mark Carney is reportedly preparing to roll back Canada’s 100 percent tariffs on imported Chinese electric vehicles, a policy originally put in place in 2024 under previous top Canadian Justin Trudeau.
The move, according to The Wire China, a Boston-based outlet founded by former New York Times Shanghai correspondent David Barboza, could be announced at any moment.
That tariff was originally intended to align Canada with its Western partners and shield both domestic and US auto industries from what were described as state-subsidized imports. But time moves on, alliances shift, and so do economic priorities.
Reset or Risk?
According to Ottawa insiders, Carney wants to “reset” Canada’s relationship with Beijing as he heads to this week’s Asia-Pacific Economic Cooperation (APEC) summit in South Korea, where he’s expected to meet with Chinese President Xi Jinping.
The outcome of that meeting could be a thawing of frosty trade ties and better access for Canadian exports while easing restrictions on Chinese EVs that are already proving irresistible in Europe.
“Relationships rebuild over time when they have been … when they have changed, when they’ve changed for the worse,” Carney said in comments reported by CBC. “And so we have a lot of areas on which we can build.”
If the 100 percent tariffs go, dropping import duty to the previous 6.1 percent, it would be a dramatic pivot that could reshape Canada’s electric vehicle market almost overnight.
Brands like BYD, NIO, XPeng, and Zeekr could swoop in with wallet-friendly options that would make even the most patriotic Canadian EV buyer think twice before spending Tesla or Rivian money.
The move would also leave Washington, and President Trump, fuming. The US itself still maintains a tough stance on Chinese EV imports, despite the fallout causing misery for American farmers who can no longer sell soy beans to China.
But Carney’s government may see things differently. Canada’s EV adoption targets are ambitious despite a recent softening, and affordable models are in short supply.
Chinese automakers, with their cost-efficient tech and fast-evolving battery platforms, could provide the shot in the arm Canada’s market needs.
Still, domestic automakers and unions, who are already bruised and battered from Trump’s tariffs, won’t be thrilled. Expect plenty of fretting from Ontario’s manufacturing belt, where many already fear competing with low-cost imports.
BYD Racco, the brand’s first kei car, leaked ahead of debut.
Features upright stance with styling inspired by Japanese rivals.
Expected to offer 112 miles of range and generous equipment.
BYD is preparing to make its move into one of Japan’s most tightly defined and popular vehicle segments with the Racco, a tiny EV that marks the brand’s first kei car. The pint-sized newcomer appeared early in leaked images from a presentation event ahead of its official debut at the Japan Mobility Show.
At first glance, the Racco doesn’t stray far from established kei design cues, and that’s no surprise given the strict size and proportion rules governing the segment.
The windowline and fin-shaped pillars echo the previous-generation Mitsubishi ek Space, while the headlights and stance appear to draw inspiration from the Daihatsu Tanto.
The Racco features a short hood, upright windshield, sliding doors, flat sides, and a near-vertical rear end with almost no overhang. It has a C-shaped LED lighting signature on both ends, and rides on 15-inch alloy wheels. Furthermore, it comes fitted with disc brakes on all four wheels.
Photos Dongchedi
Although full specifications remain under wraps, kei car regulations cap length at 3,400 mm (133.9 inches), width at 1,480 mm (58.3 inches), and height at 2,000 mm (78.7 inches). That narrow framework defines both the design and the packaging strategy behind every model in this uniquely Japanese category.
Powertrain Specs
According to reports, the electric model will offer the option between 20 kWh and 40 kWh battery packs, offering around 180 km (112 miles) of range.
It is also expected to be compatible with fast charging of up to 100 kW. The floor-mounted battery will give it a lower center of gravity compared to ICE-powered kei cars, improving handling.
Inside, amenities will likely include a digital cockpit with a large infotainment system that is not usually found in the segment. We also expect a comprehensive ADAS suite and a heat pump for the A/C.
BYD plans to open pre-orders for the Racco in the summer of 2026, with sales commencing shortly after. Pricing is estimated to start at around ¥2.5 million ($16,500) before subsidies, positioning it squarely against the Nissan Sakura and Mitsubishi eK X EV.
Besides the kei car, BYD will also unveil a new light commercial vehicle for the Japanese market at the same show. The BYD T35 features a cab-over design and will be available in box van and flatbed configurations with a fully electric powertrain.
Kia set an electric range world record with its PV5 Cargo electric van.
PV5 was weighed down with 1,740 lbs / 790 kg of cargo for realism.
Two drivers completed a 22-hour journey on actual roads with traffic.
Diesel car sales are way down, but the stinky stuff is still the fuel of choice for many van operators due to a diesel engine’s durability, efficiency and long range. Maybe not for long though.
Kia’s new PV5 Cargo electric van has just set a Guinness World Record after traveling 430.84 miles (693.38 km) on a single charge.
That would be a solid, though hardly newsworthy feat in a car, but it’s more impressive in a brick-shaped van (albeit a slippery one) whose official range is only 258 miles (415 km). And it borders on a miracle when you learn that it was achieved while carrying the PV5’s maximum payload of 1,740 lbs, or 790 kg.
The record wasn’t a lab test or a hypermiling stunt. This was a real-world endurance run, conducted north of Frankfurt, Germany, under the same urban and extra-urban conditions any delivery van might face on a long working day – or two.
Behind the wheel of the PV5 were commercial vehicle journalist George Barrow, and Christian Nigemeier, a senior engineer at Hyundai Motor Europe Technical Centre.
Over the course of the 22.5-hour challenge, the duo completed 12 loops of a 36.2-mile (58.2 km) route, complete with traffic lights, roundabouts, and an elevation gain of 1,210 ft (370 m).
The record-breaking PV5 was in stock form, but fitted with a 71.2 kWh battery, the larger of the two available power packs.
A smaller 51.5 kWh battery is also available for businesses who don’t cover a ton of miles in a day or want to get anywhere in a hurry – it’s only rated for 184 miles (296 km) and takes 16.2 seconds to reach 62mph versus 12.4 seconds for the 71.2 kWh version.
The PV5 is the first member of Kia’s Platform Beyond Vehicle (PBV) family, built on the brand’s new E-GMP.S architecture, the commercial vehicle version of the platform used in passenger cars like the EV6 and EV9.
Like combustion commercials it’s designed for modular flexibility and can be ordered as a panel van, chassis cab or minivan.
Mercedes to replace the slow-selling EQE with the new E-Class EQ.
It features a more traditional design that echoes the ICE model.
Expected in 2027, it could share tech with the C- and GLC EVs.
Mercedes teased the E-Class with EQ Technology earlier this year and now spy photographers have caught a prototype undergoing testing in Europe. It will replace the slow-selling EQE and feature a more traditional design.
While the prototype is heavily disguised, it follows in the footsteps of the C-Class EQ and could easily be mistaken for that model.
However, a closer inspection reveals an assortment of changes including traditional door handles and side mirrors located at the base of the A-pillar. The E-Class is also longer and appears to have a flatter beltline.
The disguise hides a number of details, but we can expect an expressive front fascia with a bold grille that echoes the one found on the GLC and C-Class EVs.
We can also get a glimpse of a wide lower intake as well as temporary headlights. The latter will undoubtedly give way to starry production units, which have become a Mercedes hallmark.
The profile closely echoes the standard E-Class, but it looks like the electric variant might be even longer. While it’s hard to be certain at this point, the prototype appears to have extended rear doors and a larger greenhouse.
Baldauf
Out back, there’s a relatively plain rear end with a curved trunk and a subtle spoiler. They’re joined by a sporty bumper that features an integrated diffuser.
Spy photographers didn’t get a look inside, but the electric sedan could follow in the footsteps of the GLC. If it does, the model could sport a massive 39.1-inch MBUX Hyperscreen.
The company has also promised improved noise insulation as well as a Level 3 semi-autonomous driving system.
GLC EQ
Little else is known about the car at this point, but the electric GLC gives us some hints at what to expect. It features a 94 kWh battery pack as well as an 800-volt electrical architecture that enables the crossover to get up to 188 miles (303 km) of range in as little as ten minutes.
The GLC 400 4MATIC has a combined output of 483 hp (360 kW / 490 PS) and a WLTP range of up to 443 miles (713 km). The model also offers an intelligent air suspension and a rear axle steering system that turns the wheels up to 4.5 degrees.
We can also expect a heat pump as well as a ‘one-box’ braking system, which promises to deliver a “steady, assured brake pedal feel” regardless of whether the crossover is using traditional brakes or the regenerative braking system.
J.D. Power predicts a 60% EV sales drop in October from September levels.
Decline follows expiration of federal tax credits that boosted affordability.
EVs will make up 5.2% of new sales, down from September’s record 12.9%.
There was no getting around the fact that EV sales would take a massive blow without government subsidies. $7,500 is no small amount of cash, and tacking it onto the price of a car will make most vehicles way less appealing.
If J.D. Power is right, the loss of that credit has had an even larger impact on the EV market than many in the industry expected.
How Deep Is The Dip?
The research firm, working with GlobalData, predicts 54,673 EV retail sales for October. If that figure holds, it represents a 43.1 percent decline compared with October 2024, when 96,085 electric vehicles were sold. That would also mean a slide in market share from 8.5 percent to just 5.2 percent.
That’s a massive drop from the way September went. EVs hit a record 12.9 percent of the market that month, yet if October’s projected 54,673 EV sales come true, it would mark a 59.9 percent drop from September’s 136,211 units.
“The automotive industry is experiencing a significant recalibration in the electric vehicle segment,” said J.D. Power data analyst Tyson Jominy. “The recent EV market correction underscores a critical lesson: Consumers prefer having access to a range of powertrain options.”
Perhaps the wildest bit of this entire thing is that it could’ve been even worse for EVs. Many brands, including Hyundai, GM, and Tesla, rolled out different methods to ease the pain of losing the federal tax credit.
Had they not done those things, like cutting total costs, rolling out new cheaper models, and more… the hit would’ve no doubt been even harder.
Sales & SAAR Comparison
U.S. New Vehicle
October 20251, 2
September 2025
October 2024
Retail Sales
1,051,414 units (5.9% lower than October 2024)2
1,055,975 units
1,117,265 units
Total Sales
1,249,826 units (6.9% lower than October 2024)2
1,244,416 units
1,343,033 units
Retail SAAR
12.7 million units
14.1 million units
13.5 million units
Total SAAR
15.1 million units
16.3 million units
16.2 million units
SWIPE
¹ Figures for Oct 2025 are forecasts based on the first 16 selling days of the month. ² October 2025 has 27 selling days, the same as October 2024.
Automotive executives also believe the EV market will stabilize and continue to grow over time. Both Ford’s current CEO and former CEO agreed on that point recently. Obviously, only time will tell.
Rising Prices, Fewer Discounts
Another interesting find is that average transaction prices are climbing as the EV share drops. The typical new-vehicle sold in October is expected to hit $46,057, about $1,000 higher than last year. Incentive spending has slipped to $2,674 per vehicle, roughly five percent of MSRP.
Analysts say the pullback in incentives largely stems from fewer EV sales. “EVs usually carry far steeper discounts,” noted one researcher. Average EV discounts rose to $13,161 as brands tried to offset lost tax credits, while non-EV discounts fell to $2,423, helping boost overall profitability despite softer EV demand.
Rivian will pay to settle a lawsuit over 2022 price hikes.
Suit claims it misled investors about costs before its IPO.
Deal covers Class A shareholders from 2021 to early 2022.
For Rivian’s earliest customers, timing proved to be an expensive lesson. In early 2022, the young EV maker frustrated reservation holders by announcing steep price hikes for the R1T pickup and R1S SUV just before their launch. As it turns out, that decision came with a hefty price tag of its own.
This week, Rivian confirmed it would pay $250 million to settle a class-action lawsuit filed shortly after those price increases were made public.
In March 2022, Rivian revealed that prices for the R1T would climb from $67,500 to $79,500, while the R1S would rise from $70,000 to $84,500. Price adjustments aren’t unusual in the auto industry, but few companies raise figures that sharply, Tesla’s occasional curveballs aside.
The real misstep came when Rivian initially applied the new prices to existing reservations. That move hit early adopters who had placed their deposits months earlier the hardest, and it didn’t sit well with them.
Rivian reversed course within days, sparing existing customers from the higher prices and limiting the increases to new buyers. But the damage was done.
Soon after, a lawsuit accused the company of including misleading statements and cost estimates in filings made before its 2021 IPO about the true expenses involved in producing the R1 lineup.
Now, Rivian has agreed to settle the case. The company will pay $250 million in total, with $67 million covered through its directors’ and officers’ liability insurance, and the remaining $183 million drawn from its cash reserves. The agreement still awaits final approval from the court.
Rivian maintains that it denies all allegations and states the settlement “is not an admission of fault or wrongdoing.”
Anyone who acquired Rivian Class A common stock between November 10, 2021, and March 10, 2022, qualifies as part of the settlement group.
The settlement comes at the worst possible time for the car manufacturer. While it had $4.8 billion in cash and equivalents at the end of June, it needs all the money it can get to successfully launch the mid-size R2, which could prove to be a make-or-break moment for the automaker.
Kia revealed the first images of the upcoming EV4 GT with a wrap.
The design resembles the EV4 GT-Line with sportier visual details.
Electric hot hatch gets dual motors and sharper chassis tuning.
Kia has quietly unveiled the EV4 GT, ahead of its market launch in 2026. The performance version of the electric hatchback was shown with a special camouflage wrap that does little to hide its exterior design.
The GT is expected to pack a dual-motor all-wheel-drive setup and a round of targeted chassis upgrades. Together, these are designed to place the EV4 GT squarely in the path of both electric rivals such as the VW ID.3 GTX and long-standing combustion favorites like the Golf R.
The company used the unveiling of its new GT Wrap as the pretext for a series of teasers. The livery blends glossy black with matte gray and streaks of neon green, described by Kia as a look meant to “evoke energy and speed.”
The same fragmented design theme will carry across all electric GT prototypes during the later development stages.
Sharper Exterior Details
Beneath the custom camouflage, the EV4 GT stays close in shape to the existing GT-Line trim, with only subtle differences. Up front, the performance flagship gains vertical slits in the lower bumper intake, lending a more assertive look.
From the side, diamond-cut alloy wheels hide neon-painted brake calipers, while the rear adopts a GT-specific diffuser with a central vertical LED light cluster. The setup recalls the facelifted EV6 GT crossover, suggesting a family resemblance.
Kia hasn’t released interior photos yet, though early glimpses reveal sportier bucket seats accented in neon.
What Drives It?
The real transformation will happen beneath the surface. Sources point to a dual-motor AWD powertrain producing roughly 400 horsepower, paired with simulated manual shifts and an artificial rev limiter to give drivers more engagement.
The energy source is expected to be the familiar 81.4 kWh battery pack from the long-range FWD variant.
True to Kia’s GT philosophy, the EV4 GT will receive dedicated chassis tuning, including a stiffer suspension and a quicker steering ratio for more precise handling and livelier responses on winding roads.
Rivals of the Korean model will include the VW ID.3 GTX, Cupra Born VZ, and MG 4 X Power. It will indirectly compete with ICE-powered hot hatches like the VW Golf R and Toyota GR Corolla. Hyundai is also working on its own zero-emission hot hatch, the Ioniq 3 N.
Kia has also confirmed that every future GT model will be fully electric, marking the current K5 GT as the final performance model in the lineup to feature an internal combustion engine.
Kia
Before yesterdayElectric Vehicles - Latest News | Carscoops
M-tuned BMW iX3 prototype caught testing with upgraded components.
Lowered suspension, larger wheels and beefier brakes hint at its performance.
An iX3 M60 could debut next year followed by a full-blown iX3 M in 2027.
BMW seems quite content with the early reception of the Neue Klasse iX3, and development is already pressing ahead on new versions of the electric SUV. Some of these will naturally lean hard toward the sharper end of BMW’s performance range, shaped by the M division.
Our photographers recently caught a performance-focused iX3 prototype testing on public roads near the Nürburgring. Compared with earlier development cars, this M-badged version looks further along, wearing components that appear nearly production-ready.
What’s BMW Testing Here?
BMW is believed to be preparing not one but at least two M versions of the iX3: an M Performance model expected to carry the iX3 M60 nameplate, and a full-blown iX3 M.
It’s not clear which variant was on test here, though the prototype’s sculpted hood, featuring what appear to be vents, hints that this could be the higher-performance M model.
SH Proshots
That raised section on the hood may serve as either an aerodynamic channel or a cooling duct. If so, because the standard iX3 includes a front trunk, BMW could be trading some of that storage space for M-specific power electronics and/or cooling.
Moving down from the hood, the front bumper sports a more aggressive design than the optional M Sport Package already offered for the standard iX3, though it avoids looking excessive.
There are also new side skirts and lower bumper extensions, with the front likely to reveal larger air intakes once the camouflage comes off. Subtle fender flares and a fresh set of five-spoke alloy wheels give the prototype a more athletic posture.
SH Proshots
At the back, this test car omits the optional spoiler extension shown at the IAA Mobility show in Munich but gains sharper contouring around the bumper.
A redesigned diffuser with a central opening rounds out the treatment, suggesting BMW is leaning toward functional restraint over visual drama, though the final design could still change as testing continues.
Beyond the visual tweaks, the SUV will also benefit from a sharper chassis setup for improved handling. The camouflaged prototype appears to ride on a lowered suspension and features larger perforated disc brakes.
The German carmaker typically introduces M Performance variants first, followed by full-blown M models. The iX3 M60 is expected to debut next year, likely featuring dual electric motors with output comfortably above the 463 hp (345 kW / 469 PS) of the iX3 50 xDrive, possibly pushing past the 600 hp mark.
BMW officials have already confirmed that their pure M electric cars will use a setup with four motors governed by an electronic control unit named the “heart of joy.” In theory, this architecture could deliver up to 1,341 horsepower, though that won’t apply to the iX3 M or its sibling, the i3M.
A more realistic figure for the iX3 M would be in the 700 to 800 hp range, with room for higher-output variants later on, perhaps including a Competition model that edges closer to 1,000 hp.
Don’t expect to see the iX3 M reach showrooms before 2027.
A total of 437,487 EVs were sold in the US during Q3 2025.
Topping the charts were the Tesla Model Y and Model 3.
Other strong sellers included the Ioniq 5 and the Prologue.
Final sales results for the third quarter are now in, closing one of the most closely watched reporting periods the electric vehicle market has seen in recent years. No doubt, the Trump administration’s move to scrap the federal EV tax credit sparked a final buying spree that sent sales figures sharply upward.
Unsurprisingly, two familiar Tesla models held a commanding lead, but several other notable models experienced significant demand spikes.
How Big Was the Jump?
According to Kelley Blue Book data, U.S. EV sales hit an all-time quarterly high of 438,487 units, up 40.7 percent from Q2 and 29.6 percent higher year over year, surpassing the previous record from Q4 2024 by nearly 20 percent.
Electric vehicles also claimed a record 10.5 percent share of total vehicle sales, up from 8.6 percent in the same period last year.
The Tesla Model Y was still comfortably the most popular EV in the United States, as 114,897 were sold during the period, a 29 percent increase from 89,077 delivered last year. Even so, Tesla’s overall market share slipped to 41 percent from 49 percent a year ago.
In second place was another Tesla, the Model 3, at 53,857 units. That result was actually down 7.8 percent year over year, suggesting some buyers may have shifted their attention toward the updated Model Y.
The first non-Tesla entrant on the best-sellers list was the Chevrolet Equinox EV. A total of 25,085 were sold, a huge 156.7 percent rise from 9,772.
Positioned not far behind it were the Hyundai Ioniq 5 with 21,999 sales, the Honda Prologue with 20,236 sales, and the Ford Mustang Mach-E with 20,177 sales. The VW ID.4 was also a strong performer for the quarter, with 12,470 units, a 176 percent increase from Q3 2024.
A surprise inclusion among the best-sellers was the Audi Q6 e-tron. A total of 10,299 SUVs were sold during the quarter, an impressive result considering that model’s premium positioning that allowed it to outsell the Ford F-150 Lightning (10,005 units).
Other strong performers included the Rivian R1S with 8,184 sales, the Chevrolet Blazer EV (8,089), the Kia EV9 (7,510), and the Cadillac Lyriq, of which 7,309 found new homes.
Still, fewer than 10 models managed to exceed 10,000 sales in Q3 2025, underscoring how top-heavy the market remains. For most automakers, EV volume remains well below the levels needed for profitability.
The Best Sellers YTD
Year-to-date figures show total U.S. EV sales surpassed 1.04 million units, up 11.7 percent from about 935,000 a year earlier.
Tesla continued to lead with 451,160 units, down 4.3 percent year over year but still holding a 41 percent market share. Chevrolet followed in second place with 87,137 units, a 113 percent jump, while Ford ranked third with 69,600 (+2.8%) and Hyundai came in fourth at 57,167 (+31.1%).
Among individual models, the Tesla Model Y led the way with 265,085 units, down 8 percent year over year, followed by the Model 3 at 155,180, up 18 percent. Chevrolet’s Equinox EV climbed into third place with 52,834 sales, a massive 390 percent surge.
Ford’s Mustang Mach-E posted 41,962, the Hyundai Ioniq 5 reached 41,091, and the Honda Prologue recorded 36,553. Tesla’s Cybertruck ranked seventh at 25,973, edging out the Ford F-150 Lightning’s 23,034 and Volkswagen’s ID.4 at 22,125. The Chevrolet Blazer EV closed the top ten with 20,825 units.
What Happens Next
With federal incentives now expired, analysts expect a cooldown. “The training wheels are coming off,” said Cox Automotive’s Director of Industry Insights, Stephanie Valdez Streaty. “The federal tax credit was a key catalyst for EV adoption, and its expiration marks a pivotal moment.”
Cox Automotive projects a temporary dip in EV sales through late 2025 and early 2026 before growth steadies again over the long term.
Alpine could build a hybrid version of 2027’s next-gen A110.
The replacement for the current A110 was going to be EV-only.
Porsche recently made a similar U-turn with its new 718 twins.
Alpine’s featherweight A110 sports coupe has the sort of steering feel and balance that can make even a Cayman sweat. So when the French brand confirmed that the next-generation A110 would be all-electric, purists sighed in unison.
But all hope is not be lost, because developments elsewhere in the Renault empire could potentially result in a hybrid A110.
Hybrid Rumblings
Horse, a company formed in 2023 as a joint venture between Renault and China’s Geely, has developed two petrol-electric engines that are designed to help automakers hybridize EV platforms.
Both are 1.5-liter transverse units with four cylinders (though Horse says a three-pot may follow) and are incredibly compact, the base version with one electric motor sandwiched between the engine and transmission measuring just 25.6 inches (650 mm) end to end.
But it’s the second version that should be of more interest to A110 fans. It gets an additional motor on the end of the transmission, which adds 3.5 inches (89 mm) to the length.
Motor Trend says it pumps out 349 hp (354 PS) and 380 lb-ft (515 Nm), which would makes it less muscular than a top-spec electric A110, but punchy enough for a car carrying so little weight.
Alpine says even the EV version will weigh less than 3,200 lbs (1,450 kg), and a hybrid would almost certainly weigh less. The current ICE A110, which does just fine with 249 hp (252 PS), weighs just 2,425 lbs (1,100 kg).
How Real Is the Hybrid A110?
Just to be clear, none of this A110 hybrid stuff has been confirmed by Alpine or Horse, but for enthusiasts who feared the sweet-handling coupe would be silenced forever it’s a tantalizing glimmer of hope. And given the Renault connection and what’s just happened at Porsche, entirely believable.
After planning to make the next-generation 718 Cayman and Boxster purely electric, Porsche announced that combustion-engine models would continue – a decision driven largely by customer demand.
Sports-car fans simply haven’t warmed to the idea of heavy, quiet EVs that trade mechanical emotion for range and instant torque.
Alpine, like Porsche, has been trying to navigate this tricky middle ground between environmental responsibility and emotional appeal. Its parent company Renault is heavily invested in electrification, but Alpine’s identity is built on agility, something battery packs tend to smother.
Sure, most buyers would probably prefer a straight combustion setup, but emissions regs rule that out. A hybrid A110 could be an appealing compromise, combining low-speed EV running with the throttle response and sound that enthusiasts crave.
And while Porsche is reserving combustion power in the next 718s for high-end models, using Horse tech could enable Alpine to bring the hybrid in at the affordable end of the range.
Sadly for American fans, this is all moot. The A110 isn’t sold in the US, and that’s unlikely to change no matter what’s under the hood or floorpan.
In fact, Alpine has put its entire America plans on hold due to President Trump’s tariffs, having previously vowed to bring a couple of crossovers and SUVs to North America starting in 2027.
Porsche’s operating profit plunged 99% in the first nine months.
Deliveries and sales revenue dropped 6% amid rising global tariffs.
The gas-powered Macan ends next year, but a new model is coming.
Porsche has used their third quarter earnings call to reveal time is almost up for three different vehicles including the current gas-powered Macan. This is worth noting as the crossover is the brand’s most popular vehicle as 64,783 units have been delivered in the first nine months of the year.
During the call, Finance and IT Board Member Dr. Jochen Breckner said the current internal combustion Macan will continue production “well into 2026,” and that it will remain on sale throughout that year, “and in some markets even in 2027 based on final stocking that we will do.”]
Breckner clarified that the exact production end date hasn’t been determined, though it’s expected to occur “more or less in the middle of 2026.” He added, “As I’ve said, customers will get their cars also throughout 2026 and some even in 2027.”
It appears that the company will stockpile vehicles in important markets to help buy time until the redesigned crossover arrives. Speaking of which, the second-generation Macan will be offered with conventional and plug-in hybrid powertrains. They will be sold alongside the current Macan Electric.
Previous reports have suggested the upcoming model will be based on the Audi Q5 and spy photographers caught an early development prototype being tested by Porsche earlier this year.
The move makes sense as the brand is throttling back their EV push as part of a product realignment that will see “additional models featuring combustion and plug-in-hybrid powertrains.”
As Breckner noted, “Starting in 2028, a more balanced drivetrain offering will further strengthen our market position and support sustainable long-term growth.”
This effort will be supported by ICE-powered versions of the redesigned 718 as well as the next Macan, which is apparently being referred to as the “B-SUV.” Furthermore, Porsche’s flagship SUV has abandoned electric power and will instead offer gas and plug-in hybrid options.
Getting back to the 718, the current Boxster and Cayman are quickly approaching the end of the line. Production wraps up later this month and Breckner said “we are producing the very last cars these days.”
However, the automaker will still have a handful of models in inventory to help tide things over until the next-generation sports car arrives.
Porsche Is Having A Terrible Year
As for the financials, they weren’t pretty despite record deliveries in the United States. Through the first nine months of the year, Porsche’s operating profit plummeted from over €4 ($4.6) billion in 2025 to a mere €40 ($46) million this time around.
The company blamed the massive drop on a variety of factors including their product realignment strategy, challenging market conditions in China, and “one-off effects” relating to battery activities. Tariffs also played a role and it sounds like they’ll cost the company around €700 ($814) million this year alone.
To help offset the impact of tariffs, Porsche will “further strengthen” their pricing position throughout 2025 and 2026. The company has also increased prices to keep their margins at a “decent level.”
Despite the grim headline numbers, Porsche highlighted that automotive net cash flow increased from €1.24 billion ($1.44 billion) to €1.34 billion ($1.56 billion). The company said this “demonstrates the resilience of the business operations and shows that Porsche is performing robustly even under challenging conditions.”
Alpine will build the final 1,750 second-generation A110 sports cars.
Production wraps up in mid-2026 after nearly 30,000 units were made.
A new A110 successor arrives next year as a proper electric sports car.
Lightweight, relatively affordable, mid-engine sports cars are almost unheard of these days, but the Alpine A110 has been serving enthusiasts ever since 2017. However, its time is coming to an end as the French automaker has announced the final units are going into production.
Alpine’s Dieppe Jean Rédélé plant will only build 1,750 more cars including 50 units of the extreme A110 R 70. Production is scheduled to wrap up in mid-2026 and, by that time, nearly 30,000 second-generation A110s will have been built.
While it’s sad to see the car go, it won’t be the end of the A110 story. Quite the opposite as a third-generation model will be introduced next year. It will ride on the all-new Alpine High Performance Electric Platform (APP) and be a “proper electric sports car.”
As for the current model, Alpine offers the A110, A110 GTS, and A110 R 70. The entry-level coupe starts at €66,900 in France and features a turbocharged 1.8-liter four-cylinder engine developing 248 hp (185 kW / 252 PS) and 236 lb-ft (320 Nm) of torque.
It’s connected to a seven-speed dual-clutch transmission, which enables the 2,429 lb (1,102 kg) coupe to accelerate from 0-62 mph (0-100 km/h) in 4.5 seconds.
The €79,900 A110 GTS has an upgraded engine producing 296 hp (221 kW / 300 PS) and 251 lb-ft (340 Nm) of torque. This lowers the 0-62 mph (0-100 km/h) time to 4.2 seconds, while the top speed climbs up to 170 mph (274 km/h).
Buyers will also find a sportier suspension, an active sports exhaust, and 18-inch forged wheels.
Sitting at the top of the lineup is the €122,900 A110 R 70, which celebrates the brand’s 70th anniversary. It’s limited to 770 units and features an assortment of carbon fiber components including the hood, roof, wheels, and rear spoiler.
Lucid owner charged nearly $4,000 for minor scratches and a single wheel.
Charges increased the lease’s effective cost by roughly $200 each month.
Similar complaints accuse Lucid and Bank of America of unfair lease charges.
Lucid has come under fire in the past year for hitting customers with unexpected charges at the end of their leases, often for tiny areas of damage. What began as a few scattered complaints has grown into a avalanche, with more and more owners coming forward to share similar experiences online.
It’s worth noting that Lucid’s leasing arm, Lucid Financial Services, operates in partnership with Bank of America. The bank apparently employs independent inspection firms to assess vehicles when leases end, which adds another layer between Lucid and the customer.
Not too long after we brought you the story of one Lucid Air lessee being charged $2,400 for underbody damage, another lessee has taken to social media to describe their dismay after receiving an even heftier bill.
According to a post on Reddit, they scored a decent deal on an 18-month leases for an Air, but were shocked to be charged $3,800 at the end of the lease for what Lucid describes as “Excess Wear.”
The first charge, $300, makes sense because one of the key fobs was missing. Then came the single biggest of them all: $2,400 for a damaged front bumper. According to Lucid’s inspector, the bumper had two scratches, one six-inch and one five-inch.
Interestingly, the lower front bumper cover has a pair of 15-inch scratches but will be replaced free of charge. That’s the same part a separate lessee damaged recently and was charged $2,400 for.
Then there are the wheels. Lucid spotted a four-inch area of curb rash on the left front wheel and charged $200 to repair it. It then noticed 19 inches worth of curb rash on the right rear wheel, but rather than repairing it, charged $900 for a replacement.
Paint Chips Are Fine, But Not Curb Rash
On the bright side, the company appears to have accepted some areas of wear and tear on the cover. For example, there are some minor chips on the hood and front cowl and a small dent on the left front door that it hasn’t charged the customer for.
Lucid has offered some compelling leasing deals for the Air, but factoring in the end-of-lease charges, this customer saw their monthly costs effectively increase by $200.
Understandably, people on Reddit weren’t impressed by this incident. “Absolutely crazy! This is equivalent to going to a restaurant and charging for every salt grain added to the dish,” one person wrote.
Another chimed in with their own experience: “I’ve had three Maserati leases, one Ghibli, two GranTurismos that I know Ally/Chase lost a bunch of money from… scrapped them and curbed the wheel and even returned with a crack in the tail light, zero charge and even got my security deposit back on each one!”
If you’ve leased a Lucid yourself, we’d like to hear from you. Did your experience line up with these reports, or was the process smooth from start to finish? Share your story in the comments or reach out to us directly.
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