It’s been six long years since Ford unveiled the Mustang Mach-E, its first mainstream electric SUV and a direct challenger to the Tesla Model Y. The model has become an important part of Ford’s global lineup, even if it hasn’t reached the same sales heights as its Californian rival.

However, in Australia, things are looking particularity bleak for the electric pony car.

Read: Ford’s Electric Pony Car Gets A Classic Gas Mustang Package

Ford started selling the Mustang Mach-E in Australia in 2023 and in that time, has managed to sell just 1,113 units. This year, just 380 of them have been sold.

To put those numbers into perspective, Tesla has sold forty-six times more Model Ys this year than Ford has managed with the Mustang Mach-E. The gap is wide enough to make clear that Ford’s electric SUV won’t be troubling Tesla’s dominance anytime soon.

Everything’s Fine

Despite these meek sales, Ford Australia doesn’t seem too bothered. According to Ford’s local marketing director Ambrose Henderson, the Mach-E is different than its competitors and has been made all the more appealing thanks to recent upgrades.

“The Mach-E is something that is iconic and clearly different from most of the other EVs in the market,” Henderson told Drive.

“The market’s immensely competitive. We think, with the updates that we’ve made in terms of design, technology and the drive feel and dynamics, that it will resonate with customers. We’re really excited about what that will do going forward.”

He added that Ford’s intent was never to produce another anonymous, efficiency-shaped crossover. “There are a lot of aerodynamically designed white boxes on the road that are EVs, right? And that’s not us. That is not what we wanted to deliver. We wanted something that was authentic and really leverages off what is a global icon with Mustang,” he explained.

A Real Mustang Alternative?

According to Henderson, the Mustang Mach-E wasn’t necessarily created to chase huge volumes, but rather engineered as a compelling electric alternative to the V8-powered Mustang. According to him, the Mach-E “delivers the same excitement, the same emotion, same thrill of the drive, and the same sort of design,” as the pony car.

Of course, if you ask any car enthusiast if they’d rather drive a Mustang GT or Mustang Mach-E up a mountain pass, or along a coastal road, we suspect the vast majority would opt for the ICE model. While the Mach-E is good, few would consider it to be the same kind of sports car.

Who Is It For?

Interestingly, Henderson also hesitates to position it as a family vehicle. “The primary audience is couples, just from a demographic and opportunity perspective,” he said, suggesting Ford envisions the Mach-E less as a people mover and more as a lifestyle choice for drivers who still want a bit of Mustang spirit, even without the roar.

Jeep is taking another swing at zero emissions adventure with the 2026 Recon, the first fully electric, Trail Rated Jeep, one that packs sports car-level acceleration, and promises real off-road ability. But the timing might raise eyebrows.

With EV sales slowing, companies like Ram scrapping planned electric utilities and Jeep’s first EV, the Wagoneer S struggling for sales, is this the right moment to launch a $65,000 electric off-roader?

Also: The 2026 Grand Cherokee’s Biggest Surprise Is Hiding Under The Hood

The Recon range will expand in time but for now Jeep is launching with just one trim, the dirt-lovin’ Moab. It comes with a single motor mounted at each end of the 112.9-inch (2,870 mm) wheelbase platform, the pair together pushing out numbers that are strong, even if they don’t set any EV records.

What Powers Jeep’s Electric Trail Machine?

The Recon delivers 650 hp (659 PS) and 620 lb-ft (841 Nm) of torque, which is 50 hp (51 PS) and 3 lb-ft (4 Nm) more than the priciest version of Jeep’s first US EV, the road-biased Wagoneer S that rides on the same STLA Large platform.

It also hits 60 mph (97 kmh) in a speedy 3.6 seconds and claims a 250-mile (155 km) range from its 100 kWh battery, compared with 3.4 seconds and 294 miles (473 km) for the Launch Edition Wagoneer S. But that inconsequential difference in acceleration, and rather more worrying range gap is the price you pay for genuine off-road chops.

Only the Recon gets Jeep’s Trail Rated stamp of approval, the one you’ll have seen on vehicles like the Wrangler, meaning it’s passed a series of tough tests to prove its ability to ford water and clear obstacles that would make a crossover cry.

Mud or Midtown?

To earn that Trail Rated badge the Moab features 33-inch tires and a 15:1 final drive at the rear for extra torque multiplication when things get messy. It has selectable locking differentials Selec-Terrain driving modes, including a Rock mode that’s exclusive to the Moab, and Selec-Speed Control to make light work of steep inclines or rocks.

The 100-kWh battery is protected by a full set of steel skid plates, and suspension components like large CV joints and half shafts have been beefed up to handle all that torque.

Unlike the solid-axle Wrangler, the Recon’s suspension is independent via short-long arm (SLA) at the front and integral link at the back. And it skips the combustion SUV’s vague recirculating ball steering for a modern rack and pinion setup.

That bodes well for on-road comfort, where the Recon operates mostly as a RWD vehicle, but what about those all important off-road angles? A 33.8-degree approach, 23.3-degree ramp and 33.1-degree departure angle are no match for the new V8-powered Wrangler Moab 392’s 46.7, 24.5 and 39.8-degree stats.

Some of that can be chalked up to the 193.3-inch (4,911 mm) Recon being almost exactly the same length as a Wrangler, but riding on a 5.5-inch (140 mm) shorter wheelbase, and having far less daylight beneath its floorpan.

The Recon loses the ground clearance battle by a big margin, 9.1 (231 mm) inches playing 11.1 inches (282 mm) in the Wrangler Moab, and up to 12.9 inches/328 mm on other Wranglers.

Classic Jeep Design With a Modern Edge

Still, that’s more trail ability than 99 percent of people will ever need, and at least the Recon looks the part. The design stays true to Jeep’s roots with a boxy stance, upright grille and four-square proportions.

The illuminated grille rings, flush door handles, and contrast roof options give it a modern edge without losing the heritage feel, buyers also getting the option to replace the standard dual-plane sunroof for an optional Sky One-Touch power top.

And yes, you can remove the doors, the swing gate glass and the quarter windows, for those really hardcore adventures without needing any special tools.

Try that in your Rivian R1S. Moab trim brings a few design tricks of its own, including tough-looking black coloring for the front and rear fascias, the fender flares, uniquer badge and an anti-glare hood graphic.

Jeep’s Biggest Screen

The cabin sticks to the adventure theme, blending durable materials with forward-looking tech and looking nothing like the inside of a Wagoneer S. A horizontal dashboard layout and grab handle nod to classic Jeep interiors, but a 26-inch digital display area stretches across the dash made up of a 12.3-inch digital cluster and 14.5-inch touchscreen – the biggest in any Jeep – running Uconnect 5.

That screen’s generous dimensions should make it easier to see the pitch and roll mapping on the automaker’s Trails App, as well as checking out the camera views. And if you want to bring your own camera, a modular accessory rail is ready for your GoPro.

Related: Stellantis Spends $13 Billion To Revive Jeep And Dodge In America

Audio comes from a standard Alpine system, and Jeep has even relocated the speakers under the seats so the sound doesn’t vanish when you pop the doors off.

How Much Does It Cost?

The 2026 Jeep Recon EV will be built at Jeep’s Toluca Assembly Plant starting early next year, priced at $65,000 for the Moab trim. But expect that price to fall later as other trims, and less powerful motor setups become available – or just through massive discounts if the Recon proves as tricky to sell as the Wagoneer S.

No doubt, Jeep is taking a bold bet on a market that’s still figuring out what it wants. How do you rate the Recon’s chances?

Renault has used Solutrans 2025 to introduce the new Trafic E-Tech Electric. It’s the company’s version of the Flexis Panel Van and the styling is virtually identical.

That being said, the latest variant features an illuminated Renault logo that is flanked by “light guides” and slender turn signals. They’re joined by low-mounted headlights and a familiar front bumper.

More: Renault And Volvo Joint Venture Unveils Three New Electric Delivery Vans

Since we’ve already seen the van before, we’ll briefly mention it has black plastic accents, a dynamic beltline, and asymmetrical rear doors. They’re joined by three dimensional taillights as well as large side doors that are designed to accommodate Euro pallets.

Two different versions will be available including an L1 that measures 191.7 inches (4,870 mm) long and has a cargo capacity of 180.1 cubic feet (5.1 cubic meters). The L2 has a 15.7-inch (400 mm) longer wheelbase and this enables it to hold up to 204.8 cubic feet (5.8 cubic meters) of cargo. Renault added both models are 74.8 inches (1,900 mm) tall, which enables them to access underground parking garages.

A Straightforward Interior

While cargo takes priority, the cockpit isn’t too shabby as it features three seats as well as a “tube-shaped dashboard.” They’re joined by a three-spoke steering wheel, numerous storage compartments, and Zeta blue-jean upholstery with grey accents and contrast stitching.

Buyers will also find a 10-inch digital instrument cluster and a 12-inch openR evo infotainment system, which is angled towards the driver. The latter features “tailored navigation that takes into account vehicle dimensions and load to avoid unsuitable routes.” There’s also an electric route planner, which suggests the best charging stops. Customers can also upgrade to Google built-in, which will be offered as an over-the-air on-demand feature.

Two Batteries With Up To 280 Miles Of Range

The Trafic E-Tech Electric rides on a skateboard platform and features a rear-mounted motor producing 201 hp (150 kW / 204 PS) and 254 lb-ft (345 Nm) of torque. It’s powered by two different battery packs.

The long-range battery will be available at launch and features a nickel manganese cobalt chemistry. It enables the van to have a range of around 280 miles (450 km) under the Worldwide Harmonized Light Vehicles Test Procedure.

Later on, Renault will offer an “urban-range” lithium iron phosphate battery. This variant promises to be affordable and capable of traveling nearly 217 miles (350 km) on a single charge.

Buyers will also find 800V technology, which will enable the van to go from a 15% to 80% charge in approximately 20 minutes. They’ll be joined by Vehicle-to-Load (V2L) and Vehicle-to-Grid (V2G) capabilities.

Other highlights include a turning circle that is said to be equivalent to a Clio. The automaker is also aiming to use over 23% recycled materials on the van.

The Trafic E-Tech Electric will be built at the Sandouville plant, alongside the ICE-powered model. Production is slated to begin in late 2026 and the panel van will eventually be joined by chassis cab, platform cab, tipper, flatbed, and cargo box models.

A 29-year-old in Delaware has been arrested over the convoluted theft of a state-owned Ford Mustang Mach-E, in a scene that we’d love to see recreated in a Hollywood film.

The man who has been identified by police as Isiah Worthy was arrested for allegedly stealing the EV after breaking into two state office buildings using a steel sewer door, seemingly unaware of how heavily surveilled government facilities often are.

Read: Ford’s Electric Pony Car Gets A Classic Gas Mustang Package

Local law enforcement reports that at approximately 3:50 p.m., they were alerted to a burglar alarm triggered at 600 South Bar Road in Dover. Police soon discovered that a masked man had forced entry into the facility with a steel sewer lid and proceeded to damage property and steal money.

While investigating the break-in, police discovered the same thief had reportedly broken into the Office of Management and Budget – Fleet Services facility on the same property. Once again, the individual broke in using the sewer lid. While inside, he allegedly stole key fobs and drove off in a Ford Mustang Mach-E.

However, the suspect didn’t make a clean getaway and ended up hitting two parked cars while trying to flee the scene. He also ditched a bank bag filled with stolen money in the parking lot.

How Police Found Him

Police had no issue tracking down the 29-year-old. Unbeknownst to him, the Mustang Mach-E had a GPS tracker and was found abandoned on Carpenter’s Bridge Road. Police scoped the area and found a man matching the suspect’s description walking along a nearby road. They arrested him and searched him, finding additional money he had stolen.

Isiah Worthy has been arrested on two counts of burglary in the third degree, theft of a motor vehicle, possession of burglary tools or instruments, wearing a disguise during the commission of a felony, theft under $1,500, and three counts of criminal mischief.

The Ford Puma returned in 2019 as a compact SUV, followed by a mid-cycle update in 2024 and the arrival of the fully electric Gen-E later that year. Now, Ford has introduced a subtly revised 2026 version of the EV, delivering a longer driving range and more advanced driver assistance features.

The standout figure is an improved WLTP range of 400 km (249 miles), up by 24 km (15 miles) from the outgoing model. Within the urban cycle, the 2026 Ford Puma Gen-E can manage up to 550 km (342 miles), which should mean fewer plug-in stops for most owners.

More: Ford Quietly Ends Focus Production After 27 Years Without Even Saying Goodbye

The added distance comes from an “optimised battery design” that maintains the same 43 kWh capacity. Ford hasn’t specified whether that figure applies to the base Gen-E with 17-inch wheels or the Premium trim on 18-inch alloys.

Power remains at 166 hp (124 kW) and 290 Nm (214 lb-ft) of torque, sent to the front wheels through a single electric motor.

That 400-km WLTP rating positions the Puma Gen-E well within its segment, closely matching rivals such as the Alfa Romeo Junior Elettrica, Jeep Avenger, Fiat 600e, Opel Mokka Electric, Peugeot E-2008, Renault 4 E-Tech, and Mini Aceman. Even so, it still trails the Kia EV3 Long Range, which claims up to 604 km (375 miles) on the same cycle.

Hands-Free Driving

Starting from spring 2026, the smallest Ford in Europe will be available with the BlueCruise system, allowing hands-off highway driving as part of the optional Driver Assistance Pack. The technology is gradually spreading across the range, now confirmed for the Kuga and Ranger PHEV as well.

More: A Ford Bronco Just Took Google Street View Where No Camera Had Gone Before

Since its European debut in 2023, BlueCruise has expanded to 16 markets and covers more than 135,000 km (84,000 miles) of approved highways.

Any Visual Changes?

Predictably, there are no styling updates, with the Puma Gen-E retaining its grille-less design. The rest of the bodywork is shared with the facelifted mild-hybrid version.

The same goes for the interior, with the digital cockpit comprising a 12.8-inch digital instrument cluster and a 12-inch infotainment. Another highlight of the Puma is the “Gigabox” storage compartment under the boot. The cargo capacity is 574 liters (20.3 cubic feet) at the back and another 43 liters (1.5 cubic feet) in the frunk.

The 2026 Ford Puma Gen-E is open for orders in the UK, priced from £26,245 ($34,500). That’s unchanged from the current model, though it now benefits from updated local incentives.

Ford

The Hyundai Ioniq 6 N already cuts a fierce silhouette, but for some owners, that isn’t quite enough. They want something with more of a track-day attitude. Hyundai is answering that call with a new suite of N Performance Parts, led by a swan-neck rear wing reminiscent of the Porsche 911 GT3.

The optional accessory package also includes a more prominent splitter, sharper side skirts, and a diffuser extension. All of the components are finished in exposed carbon, contrasting the red accents found on the lower part of the bodywork.

More: Hyundai’s Next Performance SUV Could Be A Hybrid Rival To RAV4 GR Sport

The larger CFRP rear wing, which can also be ordered on its own, features a double-deck design adjustable to three positions: 8°, 0°, and -8°. Depending on the angle, it produces between 265 and 305 kilograms (584–672 pounds) of downforce at 257 km/h (160 mph).

A deflector mounted beneath the car trims lift and adds another 16 kilograms (35 pounds) of downforce at top speed.

Beyond the aerodynamic pieces, the package includes 20-inch forged wheels with a 12-spoke layout, finished in either black or white. They shave 1.5 kilograms (3 pounds) from the unsprung mass compared to the standard aero wheels of the same size.

To fine-tune the exterior, owners can add a racing stripe, a Sabelt tow strap, carbon center caps, and black wheel nuts.

Inside, the upgrades extend to a steering wheel wrapped in Pasubio leather, suede armrests, carbon fiber scuff plates, and floor mats marked with N Performance branding. The company also offers Ferodo brake pads designed for both street and circuit use.

More: Veloster’s Reincarnation Could Arrive As An Ioniq 3 N Hot Hatch

The Ioniq 6 N draws power from dual electric motors that produce a combined 641 hp (478 kW / 650 PS) and 770 Nm (568 lb-ft) of torque through the N Grin Boost function, launching it from 0–100 km/h (62 mph) in 3.2 seconds. True to N division form, the EV integrates systems such as simulated gear shifts, synthesized exhaust sounds, and an N Drift Optimizer.

What’s The Cost?

Hyundai first announced these N Performance Parts in July 2025. They’re now available to order in Korea before rolling out to other international markets. According to the Korean Car Blog, the full aero package is priced at ₩11,000,000 (equal to $7,500 at current exchange rates), while the rear wing alone costs ₩4,900,000 ($3,400).

In Korea, the Hyundai Ioniq 6 N starts at ₩79.9 million ($54,700). The U.S. version is expected to be priced from around $68,000 when it arrives next year.

Sources: TheKoreanBlog, Hyundai

Tesla has long been familiar with the courtroom, especially when it comes to class-action lawsuits in the United States. Over the years, the company has paid out millions to settle various cases, but this week brought a rare turn of fortune for the EV maker.

Read: California Judge Approves Class Action Against Tesla Over Racial Harassment

A California state judge has ruled that a group of African American factory workers cannot sue Tesla as a class over alleged racial discrimination, handing the company a temporary reprieve in a high-profile case that’s been unfolding for years.

What Changed in Court?

The lawsuit, originally filed by former assembly-line worker Marcus Vaughn, had claimed that Black employees at Tesla’s plant in Fremont, California, were subjected to racial discrimination that included slurs directed at them and nooses hung at their workstations.

Initially certified as a class action in 2024, the case was scheduled to go to trial in April 2026. However, earlier this week, California Superior Court Judge Peter Borkon said the 2017 lawsuit can no longer proceed as a class action, noting that many of the 200 workers randomly selected to testify at trial have been unwilling to do so.

As such, Borkon says he can no longer trust that the experiences of a smaller selection of workers can be applied to the entire class.

According to one of the lawyers for the plaintiffs, Lawrence Organ, many of those named in the class-action are low-income workers who cannot afford to miss work and testify in the case.

More Lawsuits Could Come

But Tesla is still in hot water. While the class action hasn’t been certified, the plaintiffs’ co-lead counsel, Bryan J. Schwartz, says lawyers will pursue hundreds of individual lawsuits. So far, more than 500 have been filed, and by the time it’s all said and done, more than 900 separate lawsuits alleging racial discrimination could be filed against Tesla.

“Tesla has jumped out of the frying pan and into the fire with this decertification, because they are now facing hundreds of victims of race harassment seeking damages in their own suits,” Schwartz told KQED.

The Jeep Renegade first appeared in 2014, carving out its place as a compact SUV with global reach. Over the years it has seen updates and regional variations across Europe and South America, but time has caught up with it.

More: Jeep Avenger Vs Dacia Duster – Which Budget Small SUV Deserves Your Money?

Jeep is now developing a long-anticipated successor, scheduled to arrive by 2027, aiming to refresh the smallest member of its off-road family without losing the character that defined the original.

Between Avenger and Compass

The upcoming Renegade will be sold in both North America and Europe, marking the nameplate’s return to the US market after the current generation was discontinued following the 2023 model year. It will slot beneath the Compass as Jeep’s most compact American offering, while sitting just above the Avenger in the European lineup.

Marco Montepeloso, Head of Jeep Product Planning in Europe, recently spoke with Auto Express about the Renegade’s future role.

He confirmed that the next generation will keep a similar footprint to today’s model, which measures 4,236 mm (166.8 inches) in length. This size positions it neatly between the 4,084 mm Avenger (160.8 inches) and the 4,550 mm Compass (179.1 inches), placing it toward the upper end of the sub-compact SUV class.

The current Jeep Renegade e-Hybrid in Europe after the 2024 facelift.

Montepeloso drew a clear line between the Avenger and the Renegade, noting that customer data shows little overlap.

“Looking at the customer analysis, there is a clear difference between a four-metre-long car that mainly addresses the needs of compactness for some European buyers, and a bigger 4.25 to 4.3-metre-long vehicle that caters more to young families or active lifestyles,” he told Auto Express. “These people need extra space, whether it’s in the second row or the boot.”

He added that the two models serve distinct audiences, leaving a healthy gap for the Renegade to occupy. “I don’t see a risk of cannibalisation,” he said. “There are clear differences in customers, and that’s exactly why there’s a strong opportunity for the Renegade between Avenger and Compass.”

Design Direction

Jeep Renegade concept study created by independent designer Marco Maltese

Jeep has yet to reveal the design of the next Renegade, but its visual cues will likely align with the brand’s evolving aesthetic. Expect a compact, upright stance anchored by the familiar seven-slot grille, framed by modern LED lighting and more defined wheel arches.

Short overhangs and a solid ground clearance should preserve the Renegade’s capable look, while the cabin is expected to balance technology and practicality with durable materials and physical controls alongside a digital display setup.

Earlier this year, independent designer Marco Maltese imagined his own take on a next-generation Renegade through a digital study, blending Jeep’s rugged styling cues with sharper, more contemporary proportions.

Updated Foundations and Powertrain

The next Renegade will finally move away from its aging FCA-era underpinnings in favor of a more advanced Stellantis architecture. The leading candidate is the STLA Small platform, a development of the CMP and eCMP structures already used for the Avenger and several other compact vehicles across the group.

More: Canada’s Furious As Stellantis Boss Gets Grilled Over Jeep Move

While originally planned as an EV-only, Jeep’s European boss strongly hinted that it won’t be the sole option. Mild-hybrid variants with both front- and all-wheel-drive configurations are expected, helping the brand navigate an increasingly unpredictable market landscape.

Montepeloso described this as a core principle for Europe, saying that “Freedom of Choice” remains central to Jeep’s approach. “If you want to be relevant in all markets, you need to have a wide offering of powertrains,” he said. “We need to stick with this philosophy, giving customers freedom. It’s essential for sales and for staying adaptable as regulations evolve.”

Pricing and Competition

The Jeep Renegade is set to stand among the more rugged contenders in the subcompact / B-SUV segment, sharing that space with the Dacia Duster.

Its competition will also include Stellantis stablemates like the Citroëen C3 Aircross and Opel Frontera, though those models lean more toward budget-minded buyers. Beyond that, the new Renegade will have to go up against the VW T-Roc, the next-generation Peugeot 2008, and the fully electric Renault 4 E-Tech.

Jeep has stated that the electric Renegade will reach North America by 2027 with a starting price below $25,000. However, since that figure previously included the now-discontinued $7,500 tax credit, the real-world starting price will likely climb to just over $30,000.

In Europe, the model will sit between the Avenger and Compass in the lineup, with pricing expected to begin below €30,000 (around $35,000).

Source: Auto Express

Not too long ago, BYD vehicles were a rare sight on the roads of Europe. But over the past five years, the car manufacturer has grown into a global powerhouse, expanding into new markets quicker than any of its competitors. Next year, its models will become even more commonplace throughout Europe.

Read: Stellantis Dealers Are Embracing BYD And Making Things Awkward

Despite the added weight of European tariffs on Chinese-made cars, BYD has no intention of slowing down. The company views Europe as one of its key new territories and expects to reach around 1,000 retail points across the continent before the year closes. That milestone, however, is only the start of what’s planned for 2026.

How Big Will BYD Go?

At a recent event in Frankfurt, Maria Grazia Davino, BYD’s regional managing director for Europe, outlined the company’s next move. She confirmed that BYD will double its footprint in the region next year, calling the expansion essential for winning over customers in a highly competitive landscape.

“In line with successful competitors, we need to have proximity and win proximity to the European customers,” Davino said, reports Reuters.

Currently active in 29 European markets, BYD is pursuing what Davino describes as a “long-term localization strategy.” The plan centers on building more of the vehicles it sells within Europe itself, reducing reliance on imports and strengthening its ties to local economies. Key to this effort is a major new production hub in Hungary, set to open soon.

So far this year, BYD sales in Europe have more than tripled, reaching 80,807 vehicles in just the first nine months.

Even though the Hungarian site has yet to open its doors, BYD is also weighing up the possibility of building a factory in Turkey and a site in Spain.

“Localizing in a mature region like Europe is a very important project. It requires knowledge, dedication, investments, and resources at all levels,” Davino added.

Source: Reuters

Leapmotor continues to expand its model lineup, this time setting its sights on one of the most competitive corners of the market: small SUVs. The new A10 slots below the larger B10 and will be accompanied by a closely related small hatchback, likely to wear the A05 badge.

The company has shared the first official photos of the new model ahead of its world premiere at the Guangzhou Auto Show on November 21.

More: Stellantis Wants To Rebrand Chinese EVs For Europe

The A10’s bodywork reflects the smooth surfacing and rounded contours seen across Leapmotor’s lineup, complemented by a Citroen-like wraparound greenhouse, discreet plastic cladding, and LED lighting with darkened clusters.

Shown in Seaweed Green and Acorn Brown, the A10 sits on five double-spoke alloy wheels. While no dimensions have been shared yet, it’s expected to measure around 4,200 to 4,300 mm (165.4–169.3 inches) in length, which places it within the small SUVs segment.

A roof-mounted Lidar unit and visible sensors along the profile indicate that the model will include a full suite of advanced driver-assistance systems.

Cabin and Tech

The interior is expected to follow Leapmotor’s familiar minimalist approach, pairing a large infotainment screen with a clean dashboard and seating for five. Its electric platform should offer efficient use of space, and Leapmotor has teased the A10 as a “smart, premium, long-range SUV.”

More: Stellantis’ Leapmotor Found An Unlikely Ally In Germany’s Tuning Scene

While technical details remain undisclosed, it’s likely to use a single electric motor and deliver a range competitive with other small EVs in its class.

The A10 and the related A05 supermini, scheduled for 2026, are both planned for European release, joining the T03, B05, B10, and C10 already offered there. In China, Leapmotor’s lineup is broader, spanning the B01 and C01 sedans along with the C11, C16, and D19 SUVs.

Who It’s Up Against

At home, the A10 will go head-to-head with the BYD Yuan Up (also known as the Atto 2), priced between ¥96,800 and ¥119,800 (equivalent to about $13,600–$16,900 at current exchange rates).

In Europe, it will enter a crowded field of compact electric crossovers including the Citroen e-C3 Aircross, Opel Frontera Electric, Renault 4 E-Tech, Kia EV3, Peugeot E-2008, Fiat 600e, Jeep Avenger, Alfa Romeo Junior, Ford Puma Gen-E, and the forthcoming VW ID.Cross and Skoda Epiq.

Between January and September 2025, Leapmotor delivered 395,516 vehicles globally, a 129% increase year-on-year that pushed its cumulative sales past the one-million mark. October extended its winning streak to a sixth consecutive month of record-breaking results, with 70,289 units sold.

Weibo

Kia introduced the EV9 GT at last year’s Los Angeles Auto Show and promised it would “spark the hearts of driving enthusiasts who … need the practicality of a six-passenger SUV.” The model was scheduled to arrive in the second half of 2025, but it’s still nowhere to be found.

It appears there’s a good reason for this as Kia has quietly delayed the high-performance crossover. While the automaker was tight-lipped on specifics, they told Car & Driver the EV9 GT has been “delayed until further notice” due to “changing market conditions.”

More: 2026 Kia EV9 GT Is A Family Hauler With Fake Gear Shifts That Hits 60 In 4.3 Seconds

That’s not very reassuring and the publication suggested the US launch could be scrubbed entirely. This wouldn’t be the first EV to suffer that fate as Ram recently killed the 1500 REV, while Volkswagen abandoned plans to bring the ID.7 stateside.

The move isn’t terribly surprising as EV9 sales have plummeted following the elimination of the clean vehicle tax credit. Last month, dealers only sold 666 units, which compared to 1,941 sold in October of 2024.

If that wasn’t bad enough, the EV9 GT would have been ridiculously expensive. The company never announced US pricing, but the EV9 GT-Line starts at $71,900. This suggests the GT variant would have cost around $76,000, if not even more.

That’s a lot of money for a Kia, but the crossover has a dual-motor all-wheel drive system that produces an estimated 501 hp (374 kW / 508 PS). That’s 122 hp (91 kW / 124 PS) more than the GT-Line and it enables the model to rocket from 0-60 mph (0-96 km/h) in 4.3 seconds.

Besides the impressive powertrain, the EV9 GT was slated to have an electronically controlled suspension, beefier front brakes, and virtual gear shift technology. They were set to be joined by an electronic limited slip differential, unique styling, and a North American Charging Standard (NACS) port.

More: Kia Suddenly Pulls Its Tesla Model 3 Rival Right Before US Launch

This marks the second electric Kia bound for the U.S. market to be put on ice in recent weeks. The company also postponed the launch of the EV4 sedan “until further notice,” citing the same market factors.

Ford’s war on cars has claimed another victim and this time it’s the Focus. While the model exited North America in 2018, it has survived overseas.

Unfortunately, the grim reaper has returned as the final Focus has reportedly rolled off the assembly line in Saarlouis, Germany. Ford hasn’t officially announced the end of production, but workers have been morning the loss of the car by describing its death as “painful” and “sad.”

Even worse, the future of the Saarlouis plant looks bleak. Two years ago, Ford said they “conducted an extensive search” for a suitor and signed a non-binding agreement with a potential investor in June of 2023. However, the unnamed investor dropped out following a “rigorous due diligence process and negotiation.”

Ford Europe’s Future Comes Into Focus

The Focus’ death is the latest blow to the company’s European arm, which has seen sales plummet in recent years. There have also been painful job cuts as well as a disastrous collaboration with Volkswagen.

More: Ford Could Be Preparing To Fill A Focus-Sized Hole In Their Lineup

Amid this background, Ford of Europe has a new president with tough decisions to make. Autonews said Jim Baumbick will need to decide if the company’s new Universal EV Platform, which will be launched on a mid-size truck, would make sense for Europe.

If he rules that out, the publication suggested Baumbick could double-down on the Volkswagen partnership. In particular, they suggested Ford could potentially offer a new Fiesta based on the ID. Polo. The latter rides on the new MEB Entry platform and is targeted to cost less than €25,000 ($28,973).

While it remains to be seen if that idea will come to fruition, Ford has already announced plans for a new “multi-energy” vehicle that will be built in Valencia, Spain. Previous reports have suggested the mystery model will arrive in 2027 and be a Focus-sized crossover.

The model is rumored to be built alongside the Kuga and will reportedly share some components to help keep costs down. The crossover is also expected to offer hybrid and electric powertrains.

Sources: Autonews, Facebook

It’s no secret that the automotive industry is in the midst of a gigantic transformation. Tariffs, trade wars, and shifting consumer interests are all playing a role. Now, Tesla is working to end its reliance on Chinese-made components for U.S.-built cars.

It’s just the latest automaker to take this step, with GM reportedly doing the same, though it will take time for both companies to fully achieve their goals.

More: GM Quietly Told Suppliers To Ditch Chinese Parts And Now The Trouble Begins

According to a new report from the Wall Street Journal, Tesla earlier this year instructed suppliers to begin eliminating Chinese parts from every vehicle produced in the United States.

Evidently, it told them to get the job done within the next two years at most. If possible, it would like the shift to be done within the next year. Sources indicate that it’s already swapped out some Chinese components.

Tariffs and Timing

Several forces came together to make this happen. Tesla was already moving away from Chinese-sourced parts after the pandemic. Matters escalated this year when President Donald Trump imposed new tariffs on Chinese imports.

That created new volatility in an already fluctuating market, which affected Tesla’s pricing and procurement plans. According to the report, Tesla is working to build a business that is more resilient to political decisions.

Recently, a semiconductor conflict between China and the Netherlands triggered fresh supply interruptions at Tesla. Dutch chip maker, Nexperia, whose packaging happens in China, became tangled up in an export-blocking dispute, and as such, automakers like Tesla were caught up too.

New Routes Around China

Interestingly, Tesla has been encouraging Chinese suppliers to set up shop in Mexico and Southeast Asia for years. This could potentially allow Tesla to sidestep tariffs that are aimed solely at China itself. It also halted the use of Chinese-made lithium-iron-phosphate (LFP) batteries in favor of making them in Nevada next year.

Notably, Tesla isn’t the first automaker to go down this route. Earlier this year, GM quietly instructed its suppliers to cut out Chinese components altogether by 2027.

No doubt, these two companies won’t be the only ones to try this same trick. Only time will tell whether or not it actually works out, cuts costs, and brings more manufacturing to America.

Mazda’s EV push got off to a rough start as the MX-30 only survived two years in America. It was offered exclusively in California, and the company only sold 324 units in 2022.

More of an oddity than anything else, the 2023 model started at $34,110 and featured a tiny 35.5 kWh battery pack that provided 100 miles (161 km) of range. Besides being more expensive than competitors while offering less range, the MX-30 had suicide rear doors and an electric motor developing 143 hp (107 kW / 145 PS).

More: 2026 Mazda CX-5 Grows Up And Gets A Hybrid Option

Following the failure of the MX-30, Mazda leaned on Chinese partners for the EZ-6 and EZ-60. While those are fine for certain markets, the company needed to create a ‘proper’ EV.

We’re now getting our first look at it as a mule was recently spied undergoing testing near the company’s research and development center in Irvine, California. As you can see, the model wears a heavily modified body sourced from the CX-70 or CX-90.

The front end is disguised, but features a fully enclosed grille as well as blocked off air curtains. We can also see a relatively small central intake.

Baldauf

Bigger changes occur aft of the A-pillar as the mule has a shorter wheelbase than the CX-90 as well as a significantly shorter rear overhang. The model also has third-quarter glass that is reminiscent of the CX-80. While it’s hard to judge the crossover’s size by pictures alone, spy photographers said it was about as big as the CX-50.

Speaking of size, the upcoming EV is narrower than the body suggests. A closer inspection reveals the wheels are tucked in considerably, and this means the upcoming production model will have shorter tracks than the CX-90. We can also see aerodynamic rims as well as a possible charging port hidden beneath a rear bumper flap.

Baldauf

Little else is known about the model at this point, but Mazda announced plans for the Skyactiv EV Scalable Architecture way back in 2021. At the time, the company referred to it as a dedicated EV platform that would be introduced in 2025 and underpin “various vehicle sizes and body types.”

Mazda was originally planning to introduce several vehicles on the platform between 2025 and 2030. Needless to say, 2025 is almost up, and things have been delayed. It’s now believed the model could debut in 2027 and land stateside the following year.

Audi is stepping up its assault on the North American market by finally doing something its BMW and Mercedes rivals have been doing for years: building vehicles inside the US.

Related: Audi’s New 4×4 Could Blend Scout DNA With G-Class Swagger

The VW-owned luxury brand already lagged behind its opposition in terms of stateside sales, but its lack of a US plant means it’s been particularly hard-hit by the tariffs, since it relies on imports from Europe and Mexico. Now it plans to tackle that problem with a new luxury SUV aimed at the Land Rover Defender and produced in the US.

Built by Scout

The secret SUV will be a range extender hybrid designed specifically for the US market and will be built locally. But that doesn’t mean Audi is about to commission a new factory of its own on American soil, German website Automobilewoche reports.

Instead, it will build the SUV at the Blythewood, South Carolina, plant currently being constructed by VW-owned Scout Motors, which hopes to begin rolling out Scout trucks and SUVs by late 2027.

Scout, a utility brand launched by International Harvester in the late 1950s but dormant since 1980, was resurrected by VW in 2022 and plans to launch with two vehicles, the Scout Traveler SUV and Scout Terra truck.

Scout’s new models have ladder-frame chassis, which would be a first for Audi, and four-wheel drive systems with proper locking differentials. Although Scout offers both fully electric and range-extender powertrains, over 80 percent of reservations are for the range-extender, CEO Scott Keogh told Bloomberg recently.

While the full EVs can travel for 350 miles (563 km) on their 120 kWh batteries, the range-extenders offer around 500 miles (800 km) of range, only 150 miles (240 km) of which comes from their smaller battery.

What Could it Look Like?

Although Audi hasn’t revealed any images of its tough new SUV, and we’ve yet to see it in spy shots, we have had strong hints from the automaker that one is on the way.

Earlier in 2025, Audi debuted the Q6 e-tron Offroad Concept, which featured portal axles and a massively increased ride height to underline how serious Audi is about building a more off-road-focused machine.

Though Audi used the Q6 as a base for that concept, the real SUV, probably due in 2028, will be much bigger and almost certainly boxier, as imagined in these images below from @theottle.

@theottle

Maintaining your own car has long been a badge of pride for some and a financial necessity for many others. Swapping fluids, filters, or brake pads is part of the standard weekend maintenance ritual for countless drivers.

But for one Hyundai Ioniq 5 N owner, that sense of self-reliance recently hit a wall, or more precisely, a brake caliper. He discovered that replacing the rear pads on his EV wasn’t as simple as it used to be. Now, Hyundai has responded.

More: Apparently You Need Hyundai’s Permission To Change Your Own Brakes

It might seem odd that someone has already burned through their rear pads, especially on an EV, but it happened because the owner drove this car the way Hyundai wants owners to: hard and on the track.

When he tried to replace these pads, he learned that he needed to retract the electronic parking brake. That’s where this easy DIY job took a scary turn.

When Maintenance Gets Complicated

One way to retract the brake is to use Hyundai’s Global Dynamic System (GDS). That software and the hardware that goes with it can cost almost $6,000, as we’ve seen online. Don’t worry, though, there’s another option called the J2534 Diagnostic Tool, which Hyundai supports, as seen in an official document discovered by TheDrive.

According to the owner, Redditor u/SoultronicPear, the software costs $60 a week (or less on average for longer time periods) and requires the use of a J2534 adapter that can be found for around $2,000.

Hyundai currently approves only three options for this tool: the CarDAQ Plus 3, Bosch’s MTS 6531 and DG Technologies’ d-briDGe PRO, adding that, “under no circumstances do we recommend the use of a
non-approved J2534 device”. So be warned.

Credentials Required

More importantly, beyond that, using the tool requires special National Automotive Service Task Force (NASTF) authentication and a constant internet connection.

But here’s the kicker. Only certified repair shops or repair businesses are supposed to get access to that software. NASTF told the owner that “NASTF credentials are for use by qualified technicians, mechanics or locksmiths working in businesses providing repair or replacement services.”

Hyundai Speaks Up

Before publishing our first coverage of this issue, we reached out to Hyundai for comment. After the story went live, the automaker responded with the following statement to Carscoops:

“Hyundai is committed to supporting both our dealer network and independent repair facilities with safe, secure, and accessible service solutions. For vehicles equipped with electronic parking brakes, including the Ioniq 5 and Ioniq 5 N, the official repair procedure requires placing the rear calipers in service mode using either our Global Diagnostic System (GDS) or the J2534 application.

This ensures proper functionality and customer safety. Hyundai recently expanded access through an update to our J2534 application, enabling aftermarket users to perform functions previously restricted by the GDS secure gateway.

While authentication through NASTF is required for sensitive operations, this step helps maintain security and accountability. Our official dealer tool (GDS) is also available for purchase by anyone. Hyundai is actively exploring ways to make routine maintenance easier for all customers while upholding safety standards.

We appreciate the interest in DIY repairs and will continue working toward solutions that balance convenience with security.”

Seeking more detail, we pushed Hyundai to clarify whether a skilled owner could realistically do the job at home. The company followed up with this explanation:

“DIYers can replace brake pads on the Hyundai Ioniq 5 and Ioniq 5 N, but it requires specific steps and tools. Because these vehicles use electronic parking brakes, the rear calipers must be placed in service mode using either Hyundai’s Global Diagnostic System (GDS) or the J2534 application with a compatible pass-through device.

Both tools are publicly available, though GDS is more expensive and J2534 requires NASTF authentication for secure functions. Without these tools, the job cannot be done safely, as manual retraction could damage components.

Hyundai is not restricting DIY repairs, in fact, recent updates have expanded access, and we continue to explore ways to make routine maintenance easier while maintaining safety and security.”

---

So, yes, it can be done. But unless you already own the specialized tools or have deep pockets, the process can cost about as much as a tired old hatchback from the classifieds.

For now, at least until a cheaper workaround surfaces (we’re looking into it, so stay tuned), the Ioniq 5 N’s rear brakes may remain one of those maintenance jobs probably best left to the professionals.

Toyota has broadened the ever-expanding Land Cruiser family with the smaller, more accessible FJ. The catch? It’s only available in select Asian markets. But fear not, as according to a new report, this might just be the start.

A new SUV and pickup duo is said to be in the works, potentially marking a turning point for the storied Land Cruiser name.

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

All Land Cruiser models since 1951 have been built on rugged ladder-frame foundations, defined by their focus on durability, reliability, and off-road prowess.

A Softer Side of Land Cruiser

Now, according to unnamed inside sources cited by Japan’s Best Car, an upcoming pair of Land Cruiser SUV and pickup, described by those same insiders as “the beginning of a new chapter”, are set to break from that long-held tradition.

Both are said to adopt a unibody structure, favoring on-road comfort and daily drivability over the usual body-on-frame toughness.

While these reports should be taken with a measure of caution, they immediately call to mind two familiar concepts: the Toyota EPU pickup truck and the larger, three-row Land Cruiser Se SUV, both shown at the 2023 Japan Mobility Show.

According to Best Car, the forthcoming pickup will share styling cues with the EPU, which measured 199.6 inches (5,070 mm) in length and featured an extendable rear bed.

That setup would clearly set it apart from the new generation Hilux, Tacoma, Tundra, and Land Cruiser 70 Series trucks, all of which continue to rely on traditional body-on-frame construction.

Electric Roots, Flexible Future

Both of the 2023 concepts were fully electric, pairing large battery packs with all-wheel drive systems. Production versions could evolve from Toyota’s e-TNGA platform or shift to a different unibody layout that supports hybrid powertrains. That approach would align with Toyota’s broader “multi-pathway” philosophy, as demonstrated by the new Corolla concept.

More: Forget The Slate, Toyota Wants To Make A Cheap Small Truck For America

The report indicates that the new pickup could debut as early as 2027. Earlier coverage suggests the production version of the Land Cruiser Se SUV may arrive a year sooner, in 2026, to coincide with the 75th anniversary of the nameplate.

Will They Come to the US?

What is more interesting, but hardly surprising, is that the aforementioned pickup and SUV could be sold in North America. Current information points to the upcoming electric Land Cruiser being built in the US, which makes sense given ongoing tariff challenges and Toyota’s major push into local manufacturing, recently underscored by a $10 billion investment commitment.

Adding to this, Toyota officials have admitted they are considering an affordable pickup for the US market, a role that could be fulfilled by these new two new Land Cruiser models.

An electrified Land Cruiser pickup could go head-to-head with Ford’s forthcoming Ranger-sized EV or the eventual successor to the compact Maverick. Either way, it’s clear Toyota is positioning itself for a broader, more flexible future. We’ll be watching closely as these plans take shape.

Source: Best Car

The used-car market was absolutely red hot for a few years after 2019, driven by pandemic-related shortages that sent prices soaring across the board. It dipped in 2023 and has steadily been gaining momentum, with both demand and average transaction prices (ATP) creeping upward ever since.

More: Everyone’s Buying Pickup Trucks, But Almost No One’s Using Them That Way

Now, the third quarter of 2025 has seen a slight shift. As prices continue to increase, buyers are taking their time more than in recent history. In another strange turn, EVs are now rolling off dealer lots faster than internal-combustion models.

According to data collected by Edmunds, the average three-year-old car spent 41 days on dealer lots in the third quarter. That’s up from 37 days last year, marking the slowest “days-to-turn” pace since 2017.

Why the Slowdown?

The most likely reason is the ongoing rise in transaction prices. The average price for a three-year-old car reached $31,067 in Q3 2025, a five percent increase from $29,578 a year ago, and nearly $10,000 higher than in 2017, when comparable used models hovered around $21,000.

Three-Year-Old Used Vehicle Pricing And Turn Rates

Edmunds

That price climb means buyers are weighing their options more carefully, comparing used models to new ones that often include incentives and warranties. The last time that used cars carried an ATP of over $30,000 was 2022, when pandemic-era shortages drove demand through the roof.

Now that supply shortages have mostly faded into memory, shoppers seem more inclined to pause and weigh their choices before finally deciding to buy.

What’s Selling Fastest?

Not every aspect of the market is cooling, though. EVs have quietly become the fastest-selling segment of the used market. They’re averaging just 34 days on the lot.

Avg Days to Turn by Powertrain (3-Year-Old Vehicles, Q3 2025)

Edmunds

Hybrids take 40 days, diesels take 41, and gas vehicles take 43. Plug-in hybrids actually take the longest at 47 days before a sale. No doubt, lower mileage and attractive pricing play a role here.

EV Momentum

Used EVs sold during Q3 averaged 35,661 miles and a transaction price of $29,911. Nearly two-thirds of all three-year-old EVs were priced within the $20,000 and $30,000 range. Across the rest of the used-car market, only 42 percent fall between those two prices.

EVs in that range also tend to show less wear since roughly 66 percent have fewer than 40,000 miles on the odometer. Essentially, EVs are providing the best value in the used market at the moment. At the same time, they make up just 1.6 percent of total used inventory.

Despite limited availability of 2022 EV models, they still represented eight of the 19 fastest-selling three-year-old vehicles, reflecting growing shopper interest even as demand for new ones cools. The deals are out there; they just might be hard to find.

EVs like the Hyundai Ioniq 5, Volkswagen ID.4, and Ford Mustang Mach-E offer substantial savings compared with their original sticker prices, often undercutting new examples by more than $25,000. On the flip side, ICE cars such as the Toyota GR Supra and Lexus NX 350h have held their value surprisingly well

19 Fastest-Selling Models in Q3 2025

Edmunds

Mazda has been busy polishing its lineup of straight-six-powered crossovers, pouring attention into its larger and more profitable models. Yet, as the Hiroshima brand shifts focus to electrification and SUVs, the rest of its range has been quietly gathering dust.

Future Cars: Nissan’s 2027 Versa Could Prove Cheap Doesn’t Have To Mean Boring

Apart from the refreshed CX-5 and a few Chinese-sourced EVs, not much has been happening in Mazda’s compact corner. And the silence surrounding a successor to the 3 has been deafening, with no sign of it anywhere in the brand’s future product roadmap.

Reports suggests the compact offering won’t see light beyond 2026, which, if true, is an utter shame for a company that once prided itself on fun-driving sedans and hatchbacks. Has Zoom-Zoom transitioned into the land of doom?

Could China Keep the 3 Alive?

When Mazda axed the long-serving 6 sedan and wagon, many thought it would be replaced by a rear-drive, inline six proposition to compete with BMW M340i and Audi’s S4.

That dream never materialized. Instead, select markets such as Europe and Australia received the Deepal-based Mazda 6e/EZ-6, while North America was left out of the equation.

This begs the question: could the 3 see the same fate and become another Deepal-derived product? After all, it would make sense as Mazda is a small player compared to many of its rivals, leaning into Changan’s portfolio helps keep development costs in check. 

Also: New Mazda 6e Costs Twice As Much In Europe As It Does In China

Adding weight to the theory are recent trademark filings for the Mazda3e in Australia, the UK, and Europe, while the Chongqing-based automaker has also unveiled its smaller L06 sedan under the newly formed China Changan Automobile Group.

While purely speculative at this point, Deepal’s L06 could very well underpin the first-ever Mazda3e. Curious as to what form it could take? Let’s look at what we can expect.

An Electrified Twist

If Mazda takes the same route as the 6e, the 3e would borrow Deepal’s existing hardware. The L06 itself is set to launch in two forms: a range-extended hybrid (EREV) and a fully electric variant.

The EREV pairs a 97 hp 1.5-litre naturally aspirated engine with a 28.39 kWh LFP battery and a 190 kW (255 hp) electric motor on the rear axle. It offers an EV-only range of 180 km (about 112 miles) on the WLTP cycle, while the internal combustion engine’s fuel consumption is rated at 4.38 litres per 100 km, or roughly 54 mpg.

The electric version of the Deepal L06 is equipped with a single rear axle motor that produces 268 hp (200 kW). This variant will offer two battery packs, a 56 kWh battery and a larger 69 kWh pack with a range of 416 miles (670 km).

Interior Smarts

Inside, expect a more premium aesthetic compared to its Deepal donor car, and (annoyingly) the all-screens trend as seen in the new CX-5 and EZ-60 SUVs.

A 3-nanometre automotive-grade cockpit chip will help power the 50-inch AR-HUD (Augmented Reality Head-Up Display, infotainment, and Level 2+ driver assist systems, with the latter benefiting from standard LiDAR fitment.

Read: Mazda’s Global $16,800 Chinese SUV Makes America’s Cheapest Cars Look Overpriced

It has more space, too. Measuring 190 inches (4830 mm) in length, the sedan is notably longer than the current Mazda3 and just a whisker shorter (and wider) than the discontinued 6. This increase repositions it into a larger segment, which will help remedy one of the 3’s most significant shortfalls: tight rear seating.

Kodo Design

Our artistic interpretation of the Mazda 3e retains the automaker’s Kodo design language but keeps the donor car’s glasshouse and doors. The front end is an evolution of the Mazda 6e, with an illuminated front panel flanked by split-tier headlamps and active grille shutters in the lower portion of the bumper.

More: BMW’s New iX4 Could Finally Give The Model Y Something To Worry About

The side profile sports curvaceous sheet metal, semi-flush door handles and a coupe‑like roofline. Love or hate it, the LiDAR unit sits at the top of the windscreen, while out back, the sports a rear diffuser and full‑width taillight strip with circular elements.

Final Thoughts

It’s worth noting that Mazda has yet to confirm whether the current 3 will receive another generation or if a reskinned Changan product will replace it.

If the latter comes to fruition (likely in the next 24 months), the Tesla Model 3 rival will be off the cards for North American consumption. Still, it will rival a variety of electrified options like Hyundai’s Ioniq 6 and BYD Seal in European and Asia Pacific markets.

Should Mazda tap into its Changan joint venture for the next 3? Share your views in the comments below.

We’ve all heard the stereotype: electric truck owners are latte-sipping tech bros cruising around in Rivian R1Ts or Tesla Cybertrucks to look adventurous rather than be adventurous. It’s an easy image to picture – clean trucks, unscuffed tires, not a hint of mud in sight. No doubt, the entire truck market is far too full of folks who own them but don’t use them.

That’s an entirely different topic we’ve already covered. Today, we focus in on another truth that data has unveiled. It’s not just “real” truck folks that are hauling and off-roading. EV truck owners behave almost exactly like their gas-powered counterparts.

Also: Everyone’s Buying Pickup Trucks, But Almost No One’s Using Them That Way

Carscoops obtained data from Strategic Vision, a company that surveys some 250,000 people annually about the way they use their vehicles. That data paints a very clear picture of where truck drivers take their rides, what they do with them, and how size and powertrain affect those figures.

Who’s Actually Getting Dirty?

For example, off-roading is a hobby that around one in every three truck owners enjoys. 31 percent of alternative powertrain (ATP) truck owners report doing light off-roading. Think gravel or dirt roads, at least once a month.

That’s nearly identical to the 29 percent of standard truck (think Toyota Tacoma) owners who report the same. What about full-size truck owners? 32 percent of them take to the dirt or gravel at least once a month.

Off-Roading Activity by Truck Type

When the trail gets harder to cope with, the data doesn’t change much either. Serious off-road terrain, like rocks, mud, and streams, is the playground for 11 percent of ATP truck owners once a month or more. 13 percent of standard truck owners and 15 percent of full-size truck owners say the same.

Put another way, electric truck owners aren’t babying their rigs. If anything, they’re using them just as often for weekend adventures as those of ICE-powered ones. Perhaps the most interesting data in the entire lump that we collected is how heavy-duty truck owners differ from everybody else.

Those drivers are significantly more likely to do both types of off-roading that we’ve discussed. That tracks since these folks are often hauling equipment into fields, farms, and job sites.

Truck Bed Utility and Driving Behavior

Hauling Habits

Speaking of hauling, it’s another place where we see clear evidence that EV truck owners don’t just drive as though they’re in a crossover or car. Data shows that 64 percent of them use their bed to haul something at least once a month.

In fact, they do it more often than standard truck owners at 58 percent and full-size pickup owners at 61 percent, though obviously less than heavy-duty truck owners, who lead the pack at 74 percent.

More: America’s Truck Tariffs Just Opened A New Trade Front

On top of that, driving purely for enjoyment is common across all three core segments, with 89 to 90 percent of owners saying they do it regularly, while heavy-duty truck owners come in slightly lower, but still high at 82 percent.

No doubt, APT truck owners tow less frequently than combustion engine classes. That makes sense given the big issues with towing range, charging infrastructure, and charging speed. But when it comes to everyday utility, APT pickup drivers are putting their trucks to work.

Electric, But Every Bit a Truck

This data undercuts one of the most persistent cultural divides in the pickup world. For years, EV truck buyers have been portrayed as outsiders. Newcomers who love the look and lifestyle of a truck but not the dirt under the fingernails. The numbers suggest otherwise.

Also: Your Green Plug-in Hybrid Is An Eco Sham, Study Finds

Whether it’s a Ford Lightning hauling mulch, a Rivian R1T chasing forest service roads, or even a Cybertruck owner heading for a campsite, electric truck drivers are proving that capability isn’t defined by what’s under the hood, but how the truck gets used.

So while the stereotype might linger in comment sections, the evidence is clear: EV truck owners aren’t replacing trucks with toys. They’re just redefining what it means to be a truck owner.

Truck Owner Usage Summary