The ID.4 has been hit by two new recalls involving fires.
670 vehicles have batteries with misaligned electrodes.
43,881 others need new software and a battery health check.
The recalls keep adding up for the Volkswagen ID.4 and the latest is a major safety issue impacting 670 crossovers. It involves 2023 and 2024 model year vehicles, which have misaligned electrodes that can result in a battery fire.
According to the National Highway Traffic Safety Administration, Volkswagen first became aware of a problem when an ID.4 caught on fire while using a DC fast charger in January of 2024. This kicked off an investigation, but a second fire in a parked vehicle was reported in July.
A third fire followed in October of 2024, while a fourth came in December. The latter was being driven at the time.
What Caused the Fires?
Due to the “differing nature of these events and the condition of the batteries,” Volkswagen and suppliers had a hard time determining a root cause. However, the company managed to trace the origin of the fires to the battery and found “shifted electrodes” in one of them.
A fifth fire was reported in August of 2025 while using a DC fast charger. Eventually, a tear-down analysis found shifted electrodes and these were confirmed in previous cases via CT images. This sparked a recall in December of 2025, which was amended less than two weeks later as additional faulty batteries where identified.
The companies continued looking into the issue and SK Battery America discovered a second production problem that could result in shifted electrodes. The companies aren’t aware of any field reports related to this specific issue, but they’ve decided to conduct a new recall.
Serious Safety Warning
100 percent of the recalled vehicles are believed to be impacted and Volkswagen is warning owners to “park outside immediately after charging and not leave their vehicles charging indoors overnight until the recall repair is complete.”
On top of that, drivers are being advised not to use DC fast chargers and to limit the battery charge to a maximum of 80 percent.
That’s a big inconvenience, but it beats having your ID.4 burst into flames. To address the issue, Volkswagen will replace high voltage battery cell modules.
A Second ID.4 Recall
Speaking of ID.4 recalls, there’s a second one involving 2023-2025 models. This one impacts 43,881 vehicles and is due to a battery that can overheat.
This is related to the aforementioned problem and is designed to cover “incidents outside of the ranges being recalled for the shifted electrode issues.” Unfortunately, details are hazy as Volkswagen hasn’t found a clear root cause.
That being said, the automaker warned the battery can experience “thermal propagation” in rare circumstances. This can eventually lead to a vehicle fire.
While the root cause remains elusive, “current analysis results show that certain deviations at the supplier of the battery modules may result in self-discharge.” If this issue exists in your ID.4, you might notice reduced range and/or performance.
As part of the recall, Volkswagen technicians will perform a battery health check and install updated self-discharge detection software. The company may also replace some batteries, based on the results of the inspection and software readings.
Only 1% of the recalled vehicles are believed to have the defect, which would equate to around 439 crossovers.
Genesis shared a design study for a US-targeted electric pickup.
The concept used a ladder frame and fully electric drivetrain.
Design sketches showed production-like wheels and detailing.
Genesis’s designers have had their hands full lately, dreaming up all kinds of projects that could eventually lead to production cars. Some we’ve already seen up close, like the G90 Magma Performance Wagon and the Magma GT, their mid-engine Corvette rival, but others have stayed behind closed doors. Until now.
We’ve already told you about the minivan and the hydrogen SUV studies, but there’s one more you wouldn’t usually expect from a premium brand, a project simply known as “The Pickup.” It’s a design exercise for a fully electric model aimed at the North American market. The project has been shelved for now, but it’s not entirely off the table for the future.
Hyundai Motor Group’s Chief Creative Officer, Luc Donckerwolke, recently acknowledged that Genesis had been exploring the idea. Ultimately, though, the team felt “it was not the right time,” choosing instead to focus on performance-focused Magma models.
First Glimpse of a Truck That Might Have Been
Most concepts like this stay buried inside design studios, rarely seeing the light of day. This time, however, Genesis opted to pull back the curtain slightly, sharing official sketches and renderings. The images originally appeared in the January/February issue of Auto&Designmagazine, but Genesis has also released them directly to Carscoops.
Visually, the design stays rooted in Genesis’s familiar language. Two-Line LED headlights sweep back into pronounced front fenders, mirrored by the taillight design at the rear. The large Crest grille remains a focal point, flanked by sleek side intakes and a sturdy aluminum skid plate anchoring the front bumper.
The profile is defined by imposing proportions, with a tall hood, a sizable rear bed, and an aerodynamic greenhouse. The sketches also show oversized wheels fitted with futuristic alloy designs and chunky, high-grip tires.
Another variation of the concept study features a flip-up panel on the nose that reveals a storage compartment, along with added space in the side skirts for portable batteries or other small items. This version takes a more minimalist approach to the styling, paired with more pronounced fenders for a bolder stance.
Designed for Americans
Genesis confirms the concept was developed with the American market in mind, and had it gone further, it would have ridden on the same ladder-frame chassis as the X Gran Equator Concept. That would mean better off-road capability and hauling strength than you’d get from a unibody setup.
No specific power or range figures have been shared, though it’s safe to assume the EV platform would support all-wheel drive. In one rendering, the truck is shown towing a custom-designed Airstream camper, suggesting it was at least envisioned with serious towing capability in mind.
The cabin gets a brief preview as well. One sketch shows a five-seater layout with a mix of soft, cylindrical forms across the dash, console, and seats. A two-spoke steering wheel and slim digital instrument panel create a minimalistic front row, with a curved passenger display extending the width of the dashboard.
However, Donckerwolke’s more recent comments to Auto&Design suggest the idea isn’t entirely off the table. “An electricpickup truck? Why not?” he said. “Then we discarded it because we had to focus on different projects. Maybe in the future, who knows.”
It wouldn’t be surprising if Genesis revisits the truck segment down the line, possibly sharing underpinnings with one of Hyundai’s upcoming pickups. The Korean automaker is already developing an electric truck that could slot into the Ioniq lineup, along with ladder-frame midsize pickups for the U.S. and Australian markets, some of which may use a range-extender powertrain.
In a comment to Carscoops, a Genesis spokesperson clarified how these internal projects often unfold. “Genesis often undertakes future design exercises to explore possibilities for our ever-expanding portfolio,” he told us. “While some of these concepts ultimately don’t move forward to production, this showcases the broad capabilities and strengths of the Genesis design team.”
Rivian R2 enters validation build phase ahead of mid-2026 launch.
Company’s Illinois plant expansion supports 215,000 units yearly.
The R2 targets over 300 miles of range and Supercharger acces
If the R1S and R1T were the cars that gave birth to Rivian, the upcoming R2 will be the one that decides whether the brand thrives or stays in infancy. And that moment is arriving quickly, as the mid-size SUV appears to be on track to reach its first customer driveways as early as June, thanks to the rapid expansion of Rivian’s production facility in Normal, Illinois.
The R2 could be make-or-break for the EV startup. If it’s a success, it could establish the EV brand as a serious mass-market player in the US. If it fails, Rivian may remain a niche brand forever.
It will be produced at a new 2.6 million-square-foot section of Rivian’s Illinois plant, and the first validation build vehicles have already started rolling off the line.
These vehicles are production-intent, not pre-production prototypes, and will help validate key factory processes before Rivian can start building customer vehicles at scale.
As reported by WGLT, Rivian built the new manufacturing center in just 11 months, and at full capacity, the site will be able to produce up to 215,000 vehicles a year, including 155,000 R2s.
Rivian didn’t originally plan to build the R2 in Illinois. When the SUV was first announced in early 2024, the company said it would be assembled at a forthcoming $5 billion factory in Georgia.
That site, however, remains in early development, with substantial construction work expected to begin later this year. If completed as proposed, it could eventually build up to 400,000 vehicles per year, primarily R2 and future R3 models.
RJ Scaringe/Instagram
The EV maker has yet to announce final specifications for the R2 and likely won’t do so until closer to its launch. When the SUV first appeared in prototype form two years ago, the company confirmed it would ride on an all-new midsize platform and be offered in single-, dual-, and tri-motor configurations.
We do have a few technical details already. The R2 will use 4,695-type cylindrical battery cells and, in its base form, deliver more than 300 miles (483 km) of range. It will also feature a built-in NACS port as standard, giving it access to Tesla’s Supercharger network without the need for adapters or retrofits.
The Price Question
Perhaps the most important detail is still the price. Rivian initially projected a starting MSRP of around $45,000. That number will be crucial if the company hopes to compete head-on with Tesla’s Model Y. Holding that price point could be key to making the R2 not just another statement piece, but a genuinely competitive offering in the heart of the EV market.
Canada cut tariffs on Chinese EVs from 100 percent to 6.1.
Trump threatened 100 percent tariffs in response to deal.
China now wants to build EVs in Canada with local partners.
Canada’s recent trade deal with China was bound to cause controversy. The agreement slashes tariffs on Chinese EVs from 100 percent down to just 6.1 percent, prompting U.S. President Donald Trump to threaten 100 percent tariffs on Canada if the deal proceeds. Still, China insists the arrangement is meant to benefit both countries and isn’t a zero-sum game.
Under the new deal, up to 49,000 EVs from China can be imported to Canada at a reduced 6.1 percent tariff rate, though at least half of them must cost $35,000 or less by 2030.
Unifor labor union president Lana Payne argues the deal opens the door for China to quickly capture critical market share. Ontario Premier Doug Ford has voiced similar concerns, warning that Canada could be inundated with low-cost EVs, without any firm commitment from China to invest in the local economy.
Beijing Signals Willingness to Build in Canada
Despite those concerns, Chinese Ambassador to Canada Wang Di says China’s fast-growing automakers are being urged to invest directly in Canada and produce vehicles domestically.
“All these projects will be beneficial to the development of the Canadian EV industry, and will be helpful for job growth in Canada, and will help Canadian consumers to be able to buy higher quality and more affordable cars,” Wang told CTV News. “The character of China-Canada practical co-operation is complementarity and mutual benefit.”
“China encourages and supports Chinese companies to make investments and start-up companies here in Canada, on the basis of the market rules,” he continued. “At the same time, we hope that the Canadian side will provide a fair, non-discriminatory, and predictable business environment for the Chinese companies that come here.”
According to Wang, that is what Beijing ultimately wants to see, if companies choose to take up the opportunity.
“If Chinese companies will come to Canada to work with Canadian partners for investment, for opening factories or for joint ventures, all of these projects will be win-win,” he said.
Perhaps in a thinly veiled swipe at the Trump administration, Wang added that “unlike some other countries, China will not only take into consideration of its selfish interest, we don’t want ‘only we win and others lose.’”
The head of the Canada-China Energy and Environment Forum, Wenran Jiang, would like to see Canadian juggernaut Magna International partner with a Chinese car manufacturer to build EVs in Canada. Recently, it was confirmed that Magna would partner with GAC to build the Aion V, but it’ll be built at the parts giant’s factory in Graz, Austria.
“If they can do that, we can do it certainly here in Ontario,” Jiang said, adding that such cooperation could help bridge regional divides over China policy. “We could do probably better if we leverage our regional advantages and work together as a team.”
Updated SU7 model could boost Xiaomi sales significantly in 2026.
SU7 sales topped 258,000 units, Model 3 reached 200,361 in China.
Technology giant aims to sell 550,000 vehicles in China this year.
Xiaomi has quickly established itself as an automaker to be reckoned with in China, and last year, it achieved something that would’ve seemed unlikely just a few years ago: its all-electric SU7 sedan outsold the Tesla Model 3.
Once the brand of choice for EV-hungry Chinese consumers, Tesla now finds itself outpaced by domestic rivals that are rapidly improving their game. Xiaomi is leading that charge.
Data from the Chinese Passenger Car Association shows that in 2025, Xiaomi sold 258,164 SU7s. That’s nearly double the roughly 135,000 units it moved in 2024, a figure made more impressive given that the SU7 only launched in April of that year.
Perhaps more notably, it overtook the Tesla Model 3, which saw 200,361 deliveries in the same period.
What’s Driving the Switch?
Chinese buyers have responded well not only to the SU7’s design inside and out but also to the technology it packs and the performance it delivers.
The base version undercuts a comparable Model 3 by roughly 9 percent, according to a report from the South China Morning Post, giving it a clear pricing advantage. Strong driving range and well-specced hardware round out the package, allowing the SU7 to compete in a segment Tesla once dominated.
“Tesla’s dominance in the premium EV segment has been eroded by its Chinese competitors that are able to churn out vehicles on par with its technology standards while offering them at lower prices,” a senior manager at the Shanghai-based consultancy Suolei told the outlet. “Xiaomi’s success is a strong boost for Chinese carmakers, which are all trying to move up the value chain.”
What’s in Store for 2026?
This year is shaping up to be even bigger for Xiaomi. In April, an updated SU7 will be launched, complete with more advanced driving assistance functions, including LiDAR across the entire family, and an improved driving range of up to 902 km (560 miles) on the CLTC cycle.
Within the first 15 days of pre-orders opening, Xiaomi reportedly secured 100,000 reservations for the refreshed model.
In total, Xiaomi sold 411,800 vehicles last year and is targeting 550,000 in 2026. This will also be the first full year of availability for the YU7 SUV, which could become its best-selling model.
Back in October, the YU7 notched 33,662 sales in a single month, even edging past the Tesla Model Y. Xiaomi’s third model, the YU9, will also make its debut this year as a range-extender EV.
India will slash tariffs on European ICE cars from 110 to 40 percent.
European carmakers currently hold less than 4 percent market share.
Local market is projected to grow from 4.4M to 6M units by 2030.
India has long guarded its domestic car industry with near-impenetrable tariffs, making foreign vehicles a rare sight on its roads unless built locally. That’s about to change.The country is now getting ready to lower those duties on European Union cars, dropping them from a steep 110 percent to 40 percent.
Final terms of the trade agreement between India and the EU will be outlined later this week, but the current proposal outlines that tariffs on EU-made combustion-engine cars will fall to 40 percent for up to 200,000 units annually. Over time, that figure is expected to drop even further, eventually settling at 10 percent.
In order to protect local firms like Mahinda & Mahindra as well as Tata Motors, battery-electric vehicles would be excluded from the tariff cuts for the first five years. After that, European-made BEVs will also qualify for the reduced tariff structure.
Only cars priced above €15,000 (roughly $17,700) would be eligible for the reduction, a threshold designed to limit direct competition with mass-market offerings from firms such as Maruti Suzuki. These models dominate India’s affordable car segment and are critical to local industry stability.
According to Reuters, the deal is still under negotiation, with finer details yet to be finalized. Certain provisions remain subject to revision before the full announcement is made.
A Massive Market, Ripe for Growth
India now ranks as the third-largest new car market in the world, trailing only the United States and China. Yet European brands currently hold less than a 4 percent share of annual sales, positioning India as a key target for future expansion. Around 4.4 million new vehicles were sold in the country last year, with forecasts suggesting that number could climb to 6 million by 2030.
While the trade pact is expected to give EU carmakers a clearer path into the Indian market, it could also make things easier for Indian textile and jewellery exports. Those goods currently face US tariffs as high as 50 percent, and access to a new market could help take some pressure off.
The 2026 Toyota bZ Woodland arrives soon for $45,300.
It costs thousands more than the similar Subaru Trailseeker.
Crossover has 375 hp and an estimated range of 260 miles.
Toyota has quietly announced pricing for the 2026 bZ Woodland will start at $45,300 before a $1,450 destination fee. That makes the model $10,400 more expensive than the smaller bZ and a whopping $5,305 pricier than the similar Subaru Trailseeker.
That’s a sizable difference, but the company is only offering the crossover-ified wagon in one well-equipped trim. However, customers can order an optional Premium Package. This stands in contrast to Subaru, which will offer the Trailseeker in three separate trims named Premium, Limited, and Touring.
Toyota hasn’t published full specs yet, but the bZ Woodland will come equipped with LED lighting units and 18-inch alloy wheels. Buyers will also find a six-speaker audio system, a 14-inch infotainment system, and a wireless smartphone charger. Other highlights include ambient lighting and heated power fronts seats wrapped in SofTex upholstery.
They’re joined by the Toyota Safety Sense 3.0 suite of driver assistance systems. It includes a Pre-Collision System with Pedestrian Detection, Full-Speed Range Dynamic Radar Cruise Control, and Lane Tracing Assist. These features are accompanied by Automatic High Beams, Road Sign Assist, Proactive Driving Assist, and Lane Departure Alert with Steering Assist. Other safety systems include a Blind Spot Monitor with Rear Cross-Traffic Alert, a Panoramic View / Multi-Terrain Monitor, and Safe Exit Alert.
The bZ Woodland with the Premium Package costs $47,400 and adds a panoramic moonroof as well as a nine-speaker JBL premium audio system. Buyers will also find front radiant heaters as well as heated and ventilated front seats with a memory function on the driver’s side.
The Trailseeker Looks Like A Far Better Deal
While we’re waiting for Toyota to share more details, the Trailseeker looks like a far better deal as the base model has much of the same equipment as the bZ Woodland. Furthermore, the $43,995 Trailseeker Limited seems to be better equipped as it has a hands-free power liftgate and larger 20-inch wheels. It also sports heated rear seats and a Harman Kardon premium audio system.
The $46,555 Trailseeker Touring compares favorably to the $47,400 bZ Woodland Premium as well as both have a panoramic glass roof, ventilated front seats, and radiant leg warmers. Subaru also throws in a gloss black hood decal and a digital rearview mirror.
A Shared Powertrain With 375 HP
Both models ride on the e-TNGA platform and have a 74.7 kWh battery pack. The latter feeds a dual-motor all-wheel drive system developing a combined output of 375 hp (280 kW / 380 PS).
Toyota originally quoted a range of up to 260 miles (418 km), but Subaru pegs it at around 280 miles (451 km). The latter company also noted the Trailseeker accelerates from 0-60 mph (0-96 km/h) in 4.4 seconds, has a NACS port, and can get an 80% charge in as little as 28 minutes.
Nissan has introduced a “solar‑powered” Ariya concept.
Its panels can provide up to 14.3 miles of range per day.
This could reduce charging frequency by up to 65 percent.
Cars spend a lot of time outside and that presents a big opportunity for electric vehicles equipped with solar panels. A number of automakers have explored the idea and Nissan is revisiting it with an Ariya concept.
Designed to celebrate Clean Energy Day, the crossover has photovoltaic panels on the hood, roof, and liftgate. These span a combined area of 40.9 square feet (3.8 square meters) and convert sunlight into DC power.
This energy is fed into the Ariya’s battery pack and Nissan said real-world testing showed the panels can add up to 14.3 miles (23 km) of range on a sunny day. That might not sound like much, but the average American travels less than 40 miles (64 km) per day.
However, location matters a lot and the range can vary significantly. Nissan says year‑round averages could range from as little as 6.3 miles (10.2 km) per day in London to 13.2 miles (21.2 km) per day in Dubai. Even if you park in a garage, a two-hour drive on a sunny day could add up to 1.9 miles (3 km) of range.
While these aren’t life altering numbers, the automaker said the added range could enable drivers to reduce their charging frequency between 35 and 65 percent. The solar panels also help out in areas where charging infrastructure is limited.
The concept was created in partnership with Lightyear and Nissan’s Shunsuke Shigemoto said, “By exploring how vehicles can generate their own renewable energy, we are opening the door to new opportunities for customers – greater freedom, reduced charging dependency, and a cleaner future. This concept is not just a technical milestone; it’s a vision of how Nissan intends to lead the next phase of electric mobility.”
A patent shows the R1S with split tailgate and opening glass.
Rivian may add more physical switches and dials to the cabin.
Spy shots confirm the upcoming R2 has a roll-down rear window.
Rivian introduced a wide range of updates to the R1S and R1T for the 2025 model year, focusing on improvements beneath the surface while keeping the exterior mostly untouched. But according to a newly discovered patent, the R1S might be in line for another tweak in the form of a revised tailgate featuring a glass section that opens on its own.
According to documents uncovered by Car&Driver, Rivian has patented a new tailgate design that appears to give the R1S the ability to open either the entire hatch or just the glass panel. It’s a setup familiar to anyone who’s used the Toyota Land Cruiser or the closely related Lexus GX. BMW’s 3-Series Touring wagon also offers a similar function.
The Toyota 4Runner also has something similar, although its rear window can actually roll down just like a side window, rather than opening out as Rivian’s patent shows. It’s a useful feature, allowing you to retrieve or store items without having to open the entire tailgate.
Rivian’s patent drawings show that this independently opening glass would be integrated into the current R1S split tailgate. That means Rivian could add the new feature without altering the SUV’s distinctive two-part rear hatch, maintaining the utility and visual character of the original design.
There may be more than just hardware updates in store. The same filing, as noted by Car&Driver,, shows an interior equipped with actual physical buttons and knobs, something the current R1S doesn’t offer. It’s possible these would supplement the screen-heavy layout with tactile controls for climate or audio settings, easing day-to-day usability.
The patent also hints at gesture-based controls, potentially including the now-common feature that lets drivers wave a foot under the rear bumper to pop the tailgate.
There’s no word on when the R1S, and perhaps the R1T too, could be updated for a second time, but it probably wouldn’t be at least for a couple of more years, particularly since Rivian has to focus on building the R2 and R3 models.
Interestingly, recent spy shots of the R2 revealed it will get a roll-down rear window just like the 4Runner, so Rivian is clearly thinking about improving practicality with its future models.
Tesla Cybertruck starts at $110,000 in the United Arab Emirates.
U.S. sales fell 48.1 percent to 20,237 units during 2025.
Elon Musk once predicted 500,000 annual Cybertruck sales.
Prior to launching the Tesla Cybertruck, Elon Musk suggested they could sell as many as 500,000 of them per year. However, as sales of the electric pickup never really picked up in the United States, Tesla has started selling the Cybertruck in more markets, the latest being the Middle East.
Earlier this month, the first Cybertrucks were delivered to customers in the United Arab Emirates (UAE). Roughly 60 units were handed over during a launch event held for the occasion.
While much of the early hype surrounding the electric truck has died down in the US, it’s a hot ticket in the Middle East, with many having already been imported into the region by enthusiastic buyers before Tesla made it official. Of course, the UAE and the broader Middle East remain relatively small markets and won’t help Tesla get anywhere near its early estimates for the Cybertruck.
As one of the world’s top oil producers, the UAE enjoys some of the lowest fuel prices globally, which makes electric vehicles a harder sell. With cheap gas and a strong car culture rooted in performance and presence, the appeal of a futuristic EV like the Cybertruck has more to do with novelty than necessity.
How Much Is a Cybertruck in Dubai?
Tesla Europe & Middle East/Twitter
In the UAE, pricing starts at AED404,900 for the dual-motor variant, roughly $110,000. That’s significantly more than the $79,990 price tag in the U.S. The top-end tri-motor Cyberbeast comes in at AED454,900, or about $123,000, which represents a smaller markup over its American counterpart at $114,900.
American Sales Crater
Back in the U.S., sales of the Cybertruck tumbled in 2025. Tesla moved just 20,237 units, down 48.1 percent from the 38,965 sold in 2024, the vehicle’s first full year on the market. The final quarter was especially tough, with only 4,140 trucks delivered. That’s a 68.1 percent drop compared to the 12,991 units shifted in Q4 of the previous year.
Jaguar reportedly studying range-extender hybrids with new EVs.
Small petrol generator could boost EV range to over 600 miles.
Brand insists EV-only plan stands, with first model due in 2026.
Jaguar hit the reset button hard in preparation for an all-electric luxury future, but a fresh report claims JLR is backtracking before it’s even launched the first of its new-generation cars. Sources close to the company allege engineers are trying to figure out how to sneak a petrol engine back into the picture to offer a hybrid model alongside the EV. Jaguar officials, for their part, deny any change in direction.
The Brit luxury brand is exploring range-extender electric tech that use a small combustion engine purely as a generator, according to UK newspaper The Times. In a range-extender hybrid the car’s wheels are still driven by electric motors, but a small combustion units acts as a backup power source for long trips when charging stops feel like a chore.
The potential payoff is big. Insiders who spoke to The Times suggest total range could jump from around 435 miles (700 km) in pure EV form to as much as 684 miles (1,100 km). That would go a long way toward calming buyers who like the idea of electric but still get nervous about road trips that involve more than one coffee stop.
Engineering Headache
Adapting JLR’s new JEA EV platform wouldn’t be easy because of the battery placement, Auto News reports. But companies like Renault-Geely collab Horse Powertrain have already spotted a niche for providing combustion engines to convert EVs into hybrids, and Porsche is ICE-converting its electric 718 sports cars mid-development, so we don’t doubt it could be done if Jag throws enough time and money at the problem.
This possible pivot comes after Jaguar’s dramatic rebrand and EV-only relaunch plan raised more than a few eyebrows. The new marketing campaign ditched traditional logos, embraced abstract visuals and promised a boutique lineup of high end electric models starting with $130k four-door production version of the Type 00 concept due to be revealed this year. Two more EVs, including at least one SUV come later.
Luxury EV sales slump
At the same time, real world demand for expensive Western EVs has cooled, especially in the United States and China. Porsche, for example, has already admitted it is leaning back toward hybrids and combustion models after EV sales failed to meet expectations. Jaguar’s global sales ambitions suddenly look much harder in that context and some dealers say they’re skeptical about the whole EV strategy.
Range extenders are already gaining traction in China, where buyers appreciate the electric drive feel but still want the safety net of petrol backup. In Europe, though, they’re less common, and under current rules, they don’t count as zero emissions cars, so could only be legally sold until 2035.
“Not happening”
Jaguar officially says nothing has changed and that its future remains electric only, but we don’t believe for a minute that Jag isn’t both concerned by current EV trends, and at least investigating how to answer to them.
“Plans to reinvent Jaguar as an electric-only luxury automotive brand are unchanged,” a Jaguar spokesperson told The Times. “We are looking forward to unveiling the first new electric Jaguar later this year.”
Separately, a senior source toldAutocar that the report was “rubbish,” and that Jaguar’s EV-only relaunch would proceed exactly as planned.
Mercedes will kill the EQE and replace it with a new EV sedan.
The new EV will resemble the current E-Class with EQ design.
A 94 kWh battery and dual motors are expected to power it.
Mercedes-Benz took a swing with the EQE sedan, but like the larger and more expensive EQS, it missed the mark. The model will quietly exit stage left before it reaches a second generation, clearing the way for a more conventional electric replacement built on familiar ground, the next-gen E-Class
Badged as the E-Class with EQ Technology, the new electric sedan was recently spotted undergoing testing under heavy camouflage in Europe. The spy shots don’t offer much clarity on what the final design will look like, but it’s reasonable to expect some styling cues from the electric GLC, reshaped into a more conventional three-box sedan profile
Grille Wars Aren’t Over Yet
That’s where these renderings by Nikita Chuyko at Kolesa come in, offering a preview of what the finished car might look like. As with the GLC EV, it features a massive illuminated grille that dominates the front end. While BMW has started backing away from oversized grilles, Mercedes is going all-in with them.
For what it’s worth, the silver finish of the grille shown does nicely complement the car’s silver paint finish, so it doesn’t stand out like a sore thumb. Whether that same grille design will flatter a darker paint job is still an open question.
The E-Class EQ is also likely to get its own lighting treatment. Unlike the oddly sculpted headlights on the gas-powered version, this electric variant may adopt a cleaner look, potentially highlighted by star-shaped LED daytime running lights.
It’s a similar story at the back. Although the rear fascia shares a lot in common with the gas-powered E-Class, it could have distinctive taillights with new light signatures.
Another key difference we noticed on the prototype, and one reflected in these renderings as well, is the addition of a fourth side window that stretches behind the rear door frame. That said, Mercedes could also take a page from the Maybach S-Class, which uses a three-window layout with the final pane extending deep into the C-pillar.
What About Power?
Carscoops understands Mercedes-Benz’s new electric sedan will use the same MB.EA platform as the GLC EV. That likely means it’ll share the same powertrain and battery options too. The only variant of the GLC with EQ Technology currently on sale, the GLC 400 4Matic, features a 94 kWh battery and twin motors delivering 483 hp and 590 lb-ft (800 Nm) of torque.
The sizeable battery is enough to give the SUV up to 444 miles (715 km) of driving range on the WLTP cycle. Given the slightly sleeker shape and lower profile of the E-Class EQ, it may boast an even more impressive driving range. An advanced 800-volt electrical architecture will also support charging speeds of up to 330 kW.
Tesla Model S battery replacement can exceed the car’s value.
Third-party battery options exist but still may not be worth it.
Used Model S values range between $10K and $15K today.
Electric vehicles come with some obvious perks, from impressive acceleration and near-silent driving to charging costs that are typically, though not always, lower than fueling up with gas. But there’s a flipside when things go wrong. Battery replacement isn’t just expensive, it can easily eclipse the value of the car itself.
Just ask the owner of this 2013 Tesla Model S, for example, now staring down a quote that’s far from reasonable.
This particular owner recently visited a Tesla service center in Madison, Wisconsin, to get estimates on a battery replacement. According to a post they shared on Reddit, they inquired about swapping out the existing 60 kWh pack for either the same model or a larger 90 kWh version. Both options came back with steep price tags that likely outstrip the resale value of the vehicle.
Battery Pricing Hits Hard
A replacement 60 kWh pack would cost $13,830. That includes $580.50 for labor, based on a 2.58-hour installation time. The rest, a hefty $13,250, covers just the battery itself. Not exactly light on the wallet for what is now Tesla’s smallest available battery on offer.
The price jumps significantly for the larger 90 kWh pack. The pack alone costs $18,000, with an additional $4,500 required to unlock its full capacity. Factor in installation and necessary replacement parts, and the total comes to $23,262.
That’s well beyond what most used Model S vehicles from the same year are currently worth. We found they typically range from $10,000 to $15,000, depending on trim and condition. From a financial standpoint, the upgrade cost doesn’t pencil out.
Reddit u/sirromnek
Reddit user u/sirromnek shared the experience, sparking discussion among other Tesla owners. While many have logged hundreds of thousands of miles on their original packs without issue, battery degradation isn’t unheard of. For some, the only path forward is a costly replacement.
While going directly to Tesla is an option, new batteries can also be purchased from third-party suppliers, often at a much lower price than Tesla offers. However, given that decade-old Tesla Model S sedans are barely fetching over $12,000, buying a replacement pack probably isn’t worth it.
Nearly 84,000 Genesis vehicles have an instrument failure issue.
Affected screens may suddenly reboot or briefly stop working.
The update addressing the issue is expected by early March.
Genesis just issued a new recall covering nearly 84,000 vehicles, but there’s no need to worry about misbehaving driver aids, parking outside, or a luxury SUV that might roll away on its own. Instead, owners are being told to disable their high-definition radio.
No, not because it might advertise another car brand, but because it can shut off the entire screen altogether while the car is in motion.
According to the National Highway Traffic Safety Administration (NHTSA), Genesis is recalling a wide range of 2025 and 2026 model-year sedans and SUVs after discovering that their digital instrument clusters can intermittently reboot and go blank.
When that happens, drivers may lose access to critical information such as vehicle speed, warning alerts, and fuel or battery levels for up to 10 seconds at a time.
Which Models Are Affected?
The recall covers six different Genesis models, totaling 83,877 vehicles in the U.S. These include the 2025–2026 G80, the 2026 G80 Electrified, the 2026 GV60, the 2026 GV70 and GV70 Electrified, and the 2025–2026 GV80. While recalls from Hyundai Motor Group often span multiple brands, this issue appears to be limited strictly to Genesis products.
The heart of the issue involves a software logic error in the vehicle’s head unit and integrated display system. Both HD and analog radio data are being written to the same memory location due to overlapping software routines.
Under certain conditions, that overlap can trigger a data overwrite error, causing the system to reboot and temporarily cut the display output to both the instrument cluster and infotainment screen.
Hyundai says it has received 237 reports related to the issue between late September 2024 and early January 2026, but no crashes, injuries, or fatalities have been linked to the problem so far.
A permanent software fix is expected by mid-March. Owners will be able to visit a Genesis dealer for an update, or download it over the air if their vehicle supports OTA updates. In the meantime, Genesis recommends that affected drivers disable the HD radio feature while on the road. That’s right. Back to FM and AM folks, at least for now.
Hyundai’s N Festival in Australia drew more than 350 cars.
Entry was AU$60, including track time and instructor support.
Non-N owners can attend through the new Nvy Track Sessions.
Building a loyal enthusiast following from the ground up isn’t something carmakers typically pull off overnight. For Hyundai, a brand that wasn’t exactly on anyone’s radar for fun, driver-focused cars to begin with, establishing its N performance sub-brand was not just about creating engaging machines. It was about cultivating a culture, and that’s a far more elusive achievement.
However, thanks to a host of owner-focused events, Hyundai Australia has done just that. There are now thousands of tightly-knit N owners across the country, helping the company’s creations become among the nation’s best-selling hot hatches. Not only that, but cars like the i20 N and i30 N have become genuine benchmarks in their respective segments.
In late November, the annual N Festival returned for its seventh iteration, but with a twist. Not only was the event open to N owners, but also to a select number of owners from other brands, so we decided to join in with a bright yellow Renault.
Nvy
Hyundai N Australia
The 2025 event was held at Winton Raceway, roughly two hours north of Melbourne. As interest in the N Festival has increased in recent years, it’s no longer just an event run over Saturday and Sunday, but for the first time, it was extended to a three-day event. For eager owners wanting to get onto the track, there’s no better event.
More than 350 cars attended in December. To join in, all that was required was a AU$60 ($40) entrance fee. In return, owners get ample time on the track, a gift bag of N merchandise, and tutelage from experienced driving instructors. This makes it an absolute bargain, particularly since regular track days usually start at upwards of AU$300 ($200).
New to the 2025 N Festival were the ‘Nvy Track Sessions.’ These sessions were open to 20 non-N car owners each of the three days. To participate, you needed to receive an invitation from an N owner and to pay the same fee. I managed to secure a spot for my Renault Megane RS275.
On Friday, Saturday, and Sunday, participants were split into six groups of 20 cars, with one group for the non-N cars. Each group had five 15-minute sessions on the track, totaling 75 minutes across the day. For pretty much anyone not named Max Verstappen, that’s more than enough track time.
While I’ve done plenty of track days in the past, this was the first one in my Renault. The chassis and brakes are standard (for now…), although I have had it fitted with sticky Continental SportContact7 road tires, and the engine modified with a new intake, blow-off valve, intercooler, downpipe, and tune. It’s good for 219 kW (294 hp) and 445 Nm (328 lb-ft) of torque at the wheels, a healthy amount for the 2.0-liter turbo.
Hyundai N Australia
The temperatures were hot, pushing over 30° C (86° F) throughout my sessions, but my little French hot hatch performed flawlessly. There were some impressive cars in my sessions, like a new G80 BMW M3, an Audi RS5, a Porsche Cayman GT4, modified Toyota Supras, and a tuned Toyota GR Yaris, but I had no issue reeling each of them in and overtaking.
Just like the i30 N is considered among the best hot hatches on the market, the third-generation Megane RS275 was held in similarly high regard when it was launched. Honed on the Nurburgring, it felt right at home on the circuit, providing immense levels of grip, combined with superb stability under braking and great straight-line pace. Admittedly, my tires now look a little worse for wear.
Ns On The Track
Of course, it was the Hyundais that were the real stars of the day. Hyundai Australia brought along a slew of press cars for journalists to test out. I managed to snag some seat time in each of the company’s current models, including the i20 N, i30 N hatch, i30 N Sedan, and the potent Ioniq 5 N.
Winton Raceway is quite a tight, short track, perfect for hot hatches like those from Hyundai rather than high-horsepower monsters. The pint-sized i20 N proved to be the perfect companion for the circuit.
While the i20 N only has a 1.6-liter turbocharged four-cylinder and is down more than 50 kW (67 hp) over the i30 N, it had no issue sticking with its bigger brothers on the circuit. It feels incredibly nimble and responsive, particularly around the circuit’s sweeping bends and tighter corners, often lifting one of its rear wheels as the front tires stick mercilessly to the track.
As standard, the i20 N comes with Pirelli P Zero NH tires, and they perform brilliantly on the track. As the day progressed, they did start to lose some grip, but importantly, they remained predictable despite the wear. The only issue I encountered was difficulties downshifting from 3rd to 2nd with the auto-rev match function enabled, something I also experienced at the N Festival back in 2022.
Extra Power, Extra Thrills
For those seeking superb on-track handling, combined with on-road comfort, and great straight-line speed, the i30 N hatch and i30 N Sedan remain among the best options on the market. While they may share a name, the i30 N Sedan has a longer wheelbase than the hatch and is based on a different chassis. In most of the world, it’s known as the Elantra.
In a straight line, the i30 N hatch is a little sprightlier. While both cars have the same 2.0-liter turbocharged four-cylinder and are advertised with the same 206 kW (276 hp) and 392 Nm (289 lb-ft), the hatch’s boost pressure peaks at 17 psi, whereas it usually sits around 14 psi in the Sedan. This is because the sedan has Hyundai’s controversial ‘Octane Learning Mode’.
To enable the full 17 psi, you’ll have to either drive in 8th gear between 109-159 km/h (68 -99 mph) for 5 minutes or more, or drive for 5 minutes or more in 44th or 5th gear at 40-70% throttle between 40-120 km/h (25 -75 mph). Obviously, this isn’t achievable on a track. Many owners I spoke to have had their cars tuned to unlock full boost without having to do this procedure.
The duo also feels quite different through the turns. Both stick extraordinarily well, providing enough grip to warp your face. However, the hatch is noticeably stiffer and feels a little lighter. By comparison, the i30 N Sedan feels more stable, owing to the longer wheelbase, and is easier to find the limits in. On the track, we prefer the hatch, but on the road, it’s the Sedan that stands out.
What the Ioniq 5 N Does Best
We also had the opportunity to do a few hot laps in Hyundai’s potent Ioniq 5 N. This is the performance car that has redefined what we thought was possible for an EV. Not only is it extraordinarily quick, but it’s also loads of fun to drive. It’s no surprise that Porsche and Lamborghini have benchmarked their EVs against it.
Obviously, the dual-motor powertrain makes the Ioniq 5 very quick in a straight line. However, because Winton’s straights are quite short, it doesn’t get much room to stretch its legs. Thankfully, it shines in other ways, particularly in its handling dynamics.
Thanks to some engineering trickery, it’s possible to shift the amount of power sent to the front and rear wheels. As such, the Ioniq 5 N can be driven effectively as a front-wheel-drive or rear-wheel-drive car. This means it is inherently more configurable and playful than Hyundai’s other N products. The downside? It’s electric, meaning it’s not so practical for track use unless a circuit has a DC fast charger.
Track Day Antics
The 2025 N Festival didn’t just include dozens of track sessions. This year, owners were also able to participate in a series of head-to-head rolling races to see who owns the quicker car in a straight line. There was also a Show’N Shine and an organized drive through some of the circuit’s neighboring country roads.
Australia’s N Festival has established itself as one of the best events on Australia’s track day calendar, and it’s easy to see why. It’s affordable, well organized, and welcoming. I’m sure it convinced some non-N owners to call up their local Hyundai dealership and place an order. As for me, used Ns remain out of my price range, so I’ll be keeping my French hot hatch.
Kia’s Meta Turismo concept mixes retro lines with EV hardware.
A production version could ride on Hyundai’s E-GMP platform.
Dual motors could deliver over 650 hp and sub-3s acceleration.
Kia’s 80th anniversary Meta Turismo GT concept wasn’t just a nostalgic design exercise; it was an absolute mic-drop moment. With its futuristic, yet 1960s concept-inspired lines and EV underpinnings, it offers a tantalizing glimpse at where Kia’s performance ambitions could be heading.
That got us thinking. Now that the Stinger has officially bowed out, and with Kia in need of a new halo model, what would a production-ready Meta Turismo actually look like? Here’s our take imagined as what could be called the EV8 GT.
Soft forms clashing with angular geometry: that’s how Kia describes its ‘Opposites Unite’ design language. In this imagined production model, the concept evolves into something more grounded yet still sharp, mixing vintage concept wedge proportions from the 1960s with flashes of Lamborghini aggression.
Up front, the Meta concept’s face has been reworked to better align with Kia’s current design language, featuring a low-set tiger nose and an active lattice grille. Carbon fibre is used generously across the front splitter, side skirts, and hood strakes, which flow cleanly into the wing mirrors.
Viewed from the side, our EV8 GT study is defined by a fastback roofline and cab-forward stance. While the angular side surfacing remains the same, we’ve added flush door handles and traditional pillars. Around the back, the rear is more restrained with halo-effect LED light bar, and a functional diffuser.
The Inside Take
The Vision Meta Turismo concept’s interior.
The cabin of the Meta Turismo concept is decidedly dramatic, but for production, it would be dialed back without losing its focus on the driver. Key elements like an augmented reality head-up display and smart glass would remain, while the overall layout would feel more grounded.
We’re also anticipating deeper AI integration, including conversational voice interfaces and tools like ChatGPT.
Hyundai Motor Group’s tried-and-true E-GMP architecture would be the obvious choice as a platform, as it offers 800-volt capability and Vehicle-to-Load (V2L) and Vehicle-to-Grid (V2G) functionality. Handling-wise, the GT sports adaptive damping, torque vectoring, and rear-biased all-wheel drive to balance ride comfort with canyon-carving prowess.
Kia’s dual-motor setups are capable of 650 horsepower (478 kW) and 568 lb-ft of torque. We expect the EV8 GT to surpass this, with a 0-60 mph performance closing in on the 3-second mark. Like Hyundai Group’s other performance EVs, there will be simulated gear shifting and synthetic noise generation to accompany its rapid pace.
In a perfect world, solid-state batteries would make an appearance, yet commercial reality for this chemistry still appears a long way off. A safer bet would be a 100 kWh Li-Ion Phosphate (LFP) battery pack good for an WLTP range of over 435 miles (700 km).
BMW could offer EV and gas versions of the next 4-Series.
Shared 3-Series development keeps cost and risk lower.
New V8 and V12 engines meet Euro 7 with minor updates.
Despite the shrinking demand for coupes, BMW isn’t backing away from the segment just yet. A third-generation 4-Series is on the way, and it’s not just a box-ticking refresh. The new model looks set to play a bigger role in BMW’s long game, possibly offering both electric and combustion versions, plus a next-gen M4 flagship in the mix.
BMW has been producing the current-generation 4-Series since 2020, offering it in multiple forms including the Gran Coupe and the all-electric i4. The latter has held the distinction of being BMW’s best-selling EV to date, but that role is soon expected to shift to the i3 version of the next-generation 3-Series.
That transition has raised questions about where the 4-Series fits into BMW’s evolving electric and combustion plans.
While recently speaking with Autocar, BMW’s head of engineering and development, Joachim Post, emphasized that the 4-Series remains strategically important. He also pointed out that creating a new generation of the car would be relatively cost-effective, thanks to shared development with the next-gen 3-Series.
Platform Synergies Keep Coupes Alive
“The 4 Series is an important car for us,” he told the magazine. “It’s more sporty, and BMW is a sporty brand which has a clear heritage also on the performance side. It will play an important role also for the future. It’s not [as] expensive [as] making a completely new car and whenever we make a 3 Series or X3, we still think about the 4 Series or X4, to make it with synergies so that a derivative can be easily built out of the base.”
Post pointed to the benefits of what BMW calls “high synergies” between models like the 4-Series, X4, and X6. By leveraging shared components and platforms, BMW can build lower-volume body styles without incurring the full cost of starting from scratch. That gives models like the 4-Series a clearer business case, even in a less crowded coupe market.
If BMW does indeed launch a new 4-Series, it will follow the same path as the next 3-Series. That means we could potentially see both combustion and electric versions, each built on different platforms. The gas-powered model would use an updated version of the familiar CLAR platform, shared with the next-gen 3-Series, while the EV would ride on BMW’s Neue Klasse architecture, the same one underpinning the upcoming i3 and iX3.
Of course, there’s still a chance BMW could commit to just one direction, but for now, it hasn’t made that call publicly.
What we do know is that the Neue Klasse is already confirmed to support an electric iM3, which makes an iM4 Coupe feel entirely plausible. On the combustion side, BMW has also said the next M3 will stick with its six-cylinder engine in mild hybrid form, keeping the door open for a new gas-powered M4 Coupe as well. Whether we get both versions or just one remains to be seen.
If there’s an electric version of the 4-Series, expect a setup similar to the forthcoming i3, powered by BMW’s 108kWh battery pack. Rear- and dual-motor powertrains are also on the menu. Although Post hasn’t revealed performance targets, early indications suggest a range exceeding 500 miles is within reach.
Whatever BMW ends up doing, it’s obvious that the rest of the field is thinning out. Audi has dropped the A5 Coupe, and Mercedes has merged its C-Class and E-Class coupes into one model, the CLE. With fewer players still in the mix, BMW might find itself with a bit more room to maneuver on the sales front.
During the same interview Post noted that BMW has already developed its next-generation of engines to comply with Euro 7 regulations. This means the current twin-turbo 3.0-liter S58 straight-six of the M3 and M4 will live on, albeit upgraded with a mild-hybrid. He also confirmed that large V8 and V12 engines are safe, including the 6.75-liter V12 used by Rolls-Royce.
“We can fulfill Euro 7 with some optimization in the exhaust system – with things like the catalysts – so that’s why we have a big advantage in that Euro 7 is not that high an investment for us,” he revealed.
Mercedes’ new C-Class with EQ Technology has been spied.
The first ever C-Class EV debuts in the second half of 2026.
Borrows huge illuminated grille and 800-volt tech from GLC.
Mercedes might have eased back on its electric goals in the face of slowing global demand, but it still has plenty of hugely important EVs on the way. And this is one of them, the first ever electric C-Class, which debuts later this year.
If Mercedes sticks to current naming convention it’ll be saddled with the clunky C-Class with EQ Technology name, something we’re familiar with from models like the new GLC with EQ Technology, which made its global debut at the Munich Motor Show last September.
And that’s not all the new zero emissions sedan shares with the electric GLC. Both ride on Mercedes’ new MB.EA platform, while the smaller CLA sedan uses a different MMA architecture.
The C-class – which will be sold alongside an updated version of today’s combustion C-Class – also adopts the large, illuminated, traditional-look Mercedes grille that the GLC debuted, and which is expected to be rolled out across multiple model lines in the next couple of years.
450+ mile range
SH Proshots
Based on what we know of the GLC EQ, the electric C-Class will get 800-volt electrics, and the C400 version should have a 483 hp (489 PS / 360 kW) dual-motor drivetrain that gets it to 60 mph (97 kmh) in well under 5 seconds.
It could also get the same 94 kWh lithium-ion battery pack as the SUV, and if that’s the case, expect the lower, lighter sedan to improve on the GLC’s already excellent 443-mile (713 km) range.
Glimpses of the C’s interior in previous spy shot hauls indicate that it’ll feature the same 39.1 inches (99.3 cm) MBUX Hyperscreen display that stretches right across the dashboard.
That’ll give the C-Class a very different interior ambience to its electric BMW i3 sedan rival, which is also schedule to debut this fall, but is believed to feature minimal conventional dashboard screens, favoring head-up displays instead.
The i3’s Neue Klasse exterior should mean the BMW feels more modern on the outside, too, though it could prove too futuristic for some fans who like the way the current 3-series looks.
One thing’s for sure, and it’s that electric sedan buyers are going to be spoiled for choice come 2027 when both cars land in dealerships. Which would you pick?
New growth hotspots emerged far outside traditional markets.
A major federal incentive ended late in the calendar year.
Charging access still varies widely across state lines.
After years of leading the national shift toward electric vehicles, California may be approaching an inflection point. For the first time since the pandemic, EV sales in the state are expected to dip in 2025, even as several other states report a sharp rise in adoption.
Data from JATO Dynamics shows that during the first nine months of 2025, before the federal EV tax credit ended, roughly 302,000 electric vehicles were sold in California. That figure represents a 1.4 percent decrease compared to the same period last year, hinting that the state’s EV market could be nearing saturation.
We don’t have figures for the last quarter of the year, but given the elimination of the $7,500 federal tax credit on September 30, it’s safe to assume the final numbers will look worse, unless buyers suddenly developed a taste for paying more.
Despite this, California remains well ahead of the pack. EVs now account for 21 percent of new vehicle sales in the state, placing it above the District of Columbia (19 percent), Colorado (19 percent), Washington (17 percent), Nevada (16 percent), and Oregon (13 percent).
ZEV States Surge
Several of these ZEV states saw marked gains last year. For example, New York’s EV sales rose 21.1 percent in the first three quarters, while Colorado posted a 30.1 percent increase. On average, EVs make up 13 percent of new car sales in ZEV states. In contrast, non-ZEV states average just 6 percent, contributing to a national average of 8 percent.
EV sales also rose sharply in many non-ZEV states during the same period. Florida, in particular, recorded an impressive 33 percent jump between January and September 2025, reaching 109,000 units, which now represent 9 percent of new vehicle sales.
That jump in Florida is notable not only for its scale, but also because it comes without the backing of ZEV mandates or aggressive state-level incentives. In a politically conservative state where environmental policy isn’t front and center, the increase suggests that consumer demand, not legislation, is doing the heavy lifting.
Texas followed with a 16.7 percent rise to 77,000 units. Illinois saw a 36.2 percent increase, reaching 32,000. Georgia posted a 23.3 percent bump to 28,000, while Michigan led in growth rate, soaring 90.7 percent to 31,000 EVs sold.
“The rapid uptake in BEV sales in Michigan is a clear example of why growth in traditionally non-ZEV states presents such a valuable opportunity for domestic brands,” JATO analysis and reporting specialist Anthony Puhl said.
“While it is possible for a brand to break into a new market, as Tesla has done on a national level, we expect BEV sales in other states to come from brands with which the population is already familiar.”
One of the key hurdles for EV adoption in non-ZEV states remains charging infrastructure. In ZEV states, there’s approximately one public charging point for every 880 people. In non-ZEV states, that number jumps significantly to one for every 2,216 people, highlighting a critical gap in support systems for EV owners.
BMW’s electric M3 uses soundtracks from past M performance icons.
It blends V8, inline-six, and V10 engine notes into its EV profile.
The M3 EV will feature simulated shifts with optional sound modes.
Breaking into the electric performance space is a delicate task for a brand like BMW M, which has spent decades building its reputation on combustion-powered icons. But that’s exactly what it’s attempting with the Neue Klasse-based electric M3, or, as it may end up being called, the i3M.
The upcoming high-performance EV won’t replace the traditional ICE-powered model, though. Instead, it’s designed to sit alongside it, borrowing cues from BMW M’s most celebrated models to bridge the old and the new. Or at least that’s the promise.
BMW M released the latest chapter in its video series detailing the development of the new super sedan, previewing the distinctive soundscape it plans to offer. Taking a page from Hyundai N’s playbook, BMW aims to replicate the sounds of some of its most iconic models, blending them with the unique tone of a high-performance EV.
Chasing the Sound of the Past
Rather than relying solely on software to mimic engine sounds, BMW assembled an M3 GTS with a 4.4-liter V8, an M4 GTS with its 3.0-liter twin-turbo inline-six, and a classic BMW M6 featuring the brand’s iconic 5.0-liter naturally aspirated V10. Their engine notes were recorded on a dyno, then layered into the soundtrack of the electric prototype.
The clip only demonstrates the soundtrack of the electric M3 for a brief moment while being put through its paces on BMW’s test track. As the driver hits the throttle, it begins to sound like a turbocharged engine building boost as the revs climb. There are also some notable turbo whistles, mixed in together with some of the high-pitched whine expected of an EV.
Performance to Match the Drama
Like the Hyundai Ioniq 5 N and Ioniq 6 N, BMW’s electric M3 will also include simulated gear shifts to match the synthetic engine notes. For drivers who prefer their EV experience unfiltered, these features are expected to be optional and easily switched off.
Of course, the electric M3 will need to be more than just good-looking to convince shoppers. BMW has confirmed it’ll be fitted with four electric motors and a 100 kWh battery pack that’s up to the task of track use.
While BMW hasn’t revealed any final power figures, we know that each wheel will be controlled individually, allowing for advanced torque vectoring for better performance and handling. There will also be an optional rear-wheel drive-only mode.
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