David Blenke runs a private car service in his 2022 Mach-E.
He can still squeeze nearly 300 miles (482 km) from it.
The SUV has needed six tire sets and seven cabin filters.
Many questioned Ford’s decision to launch the all-electric Mustang Mach-E in 2020, and the debate has not entirely faded. Despite early opposition, it has established itself as a solid option for buyers shopping for an electric SUV.
It has never managed to dethrone the Tesla Model Y, but for a stretch before federal tax credits expired last year, there were months when it actually outsold the gas Mustang. That has since flipped back the other way, though that is a different conversation altogether.
Of all the tens of thousands of Americans who own a Mustang Mach-E, few have put it to work like David Blenke. After purchasing a Premium model with the extended-range battery pack at the end of June 2022 and launching a private car service with it, he has driven more than 316,000 miles (508,500 km). Over the course of those miles, he has also carried more than 7,000 passengers.
He operates in the Santa Cruz, California area and bought the car at the height of the chip shortage. At one point, he faced a nine-month wait before locating an available example in Monterey.
How Much Battery Capacity Remains?
Ford itself celebrated Blenke’s Mustang Mach-E soldering past 250,000 miles (403,000 km) in July last year, and this week, he spoke with Forbes. Not only has he continued to rack up the miles in his Mach-E at a remarkable pace, but during the interview, he revealed the battery has only degraded 8 percent after all those miles.
According to Blenke, the Mach-E still delivers nearly 300 miles (482 km) of range. Battery degradation remains a common concern among EV buyers, but his experience with the Mustang Mach-E suggests outcomes can vary widely.
For a bit of perspective, data from EV analytics firm Recurrent suggests that most electric vehicles with more than 250,000 miles hang on to roughly 80 percent of their original battery capacity. If Blenke’s figure is accurate, that puts his reported 92 percent battery health notably higher than average.
What About Maintenance?
Under his ownership, Blenke says he has gone through six sets of tires, seven cabin filters, and more than twenty routine 10,000-mile checkups. Incredibly, he says the car has not needed any repairs and still uses the original brakes. Most of the time, he drives the car in Whisper mode, which is the most efficient.
No doubt, Blenke’s charging habits help keep the battery pack in good health. He says he charges to 90 percent every night and tries to avoid letting the battery slip below 20 percent. Most charging is done with a Level 2 charger at home and Electrify America’s public network while working. He also carries an adapter that allows access to Tesla’s Supercharger network when necessary.
Jim Farley says Ford misread post-pandemic EV demand signals.
The F-150 Lightning will return as a 700-mile extended-range truck.
Ford’s new strategy prioritizes cost control and mainstream practicality.
The last decade has seen the automotive industry tipped on its head, and it hasn’t completely righted itself even now. Ford’s CEO Jim Farley says that shift is part of what led the brand to take missteps as he now sees them around the F-150 Lightning.
Now that the brand is pivoting to an extended range version of the truck, he’s spilling details on how the first Lightning got off to a hot start and then burned out fast.
After losing billions on its first-generation electric vehicles, Ford has scrapped its next-gen electric truck, canceled multiple three-row EV crossovers, and pulled the plug on a next-generation van. All of those choices have come down to what Farley says was an initial mis-reading of the market.
In a recent interview with CarAndDriver, he admits about the F-150 Lighting, “I totally would’ve done it differently. I mean, look, we didn’t know what we didn’t know… COVID totally was a false signal. Post-COVID, and during the chip crisis that was a result of it, there was such high demand for all vehicles. If you could build a vehicle, you were going to sell it basically at 30 or 40 percent higher prices than before COVID.”
Despite that big boom in profit, the reality was that production costs were too high to remain sustainable, says Farley. “I guess it didn’t take us long to learn that our internal-combustion-engine prejudice was so high that we hadn’t designed the [electric] cars right. We had a Mustang [Mach-E], we had an E-Transit, we had a Lightning, and people loved these products. The problem was they were never going to pay the cost we put into the vehicle.”
Tesla’s Big Assists
How did Farley come to this realization? As it turns out, Tesla had a hand in it.
“When we ripped apart a Tesla with Doug Field [Ford’s chief officer for EVs, digital, and design, formerly of Apple and Tesla], I was just absolutely flabbergasted,” Farley told the magazine.
“The Mach-E’s wiring harness was 70 pounds heavier and 1.6 kilometers longer. We didn’t know what was going on in [Tesla engineers’ ] minds. But now we understand. They had no prejudice. We had prejudice. We’d gone to our supply-chain person and said, ‘Buy another wiring harness.’ [Tesla] said, ‘Let’s design the vehicle for the lowest, smallest battery.’ Totally different approach.”
That shift might have played a role in Ford moving to a 48v architecture for its upcoming EV pickup. Tesla famously sent an instruction manual on building such a vehicle to Ford and other competitors. Not only does it help the brand save money on material costs, but it should also help the final product weigh less and have a longer range as a result.
While the first-gen Lightning might be something Ford wishes it could redo, it’s clear that the brand is going into the second generation with an all-new vision.
Rivian is offering $749 per month leases on 2026 R1 models.
Select configurations also qualify for a $3,000 lease bonus.
Approval by March 19 and delivery by March 31 are required.
Electric pickups aren’t exactly inexpensive at this stage in history. Now, Rivian, the first automaker to bring an electric truck to market, is trying to lower the barrier to entry. It’s doing so by extending a short-term deal on its 2026 R1 lineup. Buyers can now get monthly payments starting at $749 for 36 months, along with a $3,000 lease bonus on certain configurations.
Naturally, as with most lease deals splashed across a homepage, the headline number only tells part of the story. To secure that $749 per month figure, you need to opt for the Dual Standard versions of the 2026 R1T pickup or R1S SUV, which start at $72,990 and $76,990, respectively.
The Bit They Do Not Put In The Big Font
Then there is the small issue of $5,644 due at signing, and that is assuming you qualify for Rivian’s $3,000 lease contribution. Miss out on that incentive and the down payment climbs to $8,644.
Run the numbers and the effective monthly cost lands closer to $906, or $989 if you do not get the $3,000 contribution. In other words, still competitive for a six-figure-adjacent electric truck or SUV, but far from the tidier $749 the banner suggests.
As we have said before, down payments on leases are best avoided. If something unfortunate happens five minutes after you leave the lot, that upfront cash is effectively gone, even if insurance covers the vehicle itself.
Wait, There’s More
Also keep in mind that none of those numbers include the usual extras due at signing, including tax, title, license, registration, and lessor documentation fees. As ever, the asterisk is doing a fair bit of work.
Just as importantly, these trims represent the most affordable way into Rivian’s electric adventure lineup. If you cannot find a base model, the price only moves in one direction. Furthermore, there’s a deadline looming. To qualify, customers must have their lease approved by March 19 and take delivery by March 31. That leaves a fairly tight window to spec it, sign it, and actually get the keys.
This Deal Doesn’t Apply To More Expensive Models
Don’t expect this payment plan to help out on the more luxurious and desirable R1 vehicles. For example, the Dual Large battery versions start around $1,019–$1,029 per month with a hefty downpayment, while stepping into Dual Max models pushes payments past $1,200 monthly. The performance-oriented trims climb even higher.
Rivian lists the Tri-motor versions starting around $1,419–$1,469 per month, again with a downpayment, and it doesn’t stop there. The flagship Quad-motor models approach $1,900 per month, depending on whether you choose the truck or SUV. For buyers considering financing instead of leasing, Rivian is also offering APR rates as low as 1.99 percent for 60 months on some configurations.
All of this is no doubt one more example of an electric automaker doing what it can to make payments manageable in a market with cooling demand. That said, interested buyers need to sign up before March 19th if they want to take advantage of the deal.
New spy photos show the smallest Cupra EV testing without camo.
Subcompact shares VW Group’s new MEB+ platform with ID. Polo.
GTI-spec VZ model will deliver 233 hp and sportier chassis tuning.
Automakers usually hide their future cars under enough camouflage to confuse a satellite. But the upcoming Cupra Raval has just been spotted testing completely undisguised, logos and all, as if someone forgot the secrecy memo.
From the outside, it’s exactly the feisty little hatch Cupra hinted at with its earlier teasers, only much more visible. The proportions are tight and athletic, and the design’s mix of chunky wheelarch trims and slim, tapering glass areas cleverly combines sporty hatch and crossover themes, rather than choosing one path over the other.
MEB Remastered
The Raval measures just over 4,000 mm (157.5 inches) long, which places it squarely in the subcompact class, along with its close cousins, the VW ID. Polo and Skoda Epiq, all of which ride on VW’s new front-wheel drive MEB+ platform. They’ll all be built in Spain, though Cupra reportedly led the chassis tuning development for the entire project.
That probably explains why the Raval is pitched as the spicy member of the family. Engineers lowered the suspension about 15 mm, stiffened the setup, and added progressive steering.
Power should start with a single, front-mounted electric motor producing around 208 hp (211 PS / 155 kW) and mated to a 55 kWh battery, a setup that costs extra in the ID. Polo and Epiq. Their base models come with 114 hp (116 PS / 85 kW), or an optional 133 hp (135 PS / 99 kW) motor, both with a 38.5 kWh pack.
Based on what we know of the 208 hp Epiq, the entry-level Cupra with the same output should get to 62 mph (100 kmh) in around 7.2 seconds, and though Skoda claims 267 miles (430 km), the Spanish firm has previously promised 278 miles (450 km) of range on the WLTP cycle.
The Hot One
If you really want a Cupra that lives up to the brand’s sporty promise though, you’re going to want the VZ. It’s Cupra’s equivalent to the ID. Polo GTI and gets a 233 hp (226 PS / 166 kW) motor and electronic differential along with wider track widths and sportier chassis hardware. The range drops slightly to 249 miles (400 km), but the extra punch should make up for it.
Cupra plans to launch the Raval in 2026 with prices expected to start around €26,000 ($30,000). Based on these undisguised prototypes, the production version looks ready, so the reveal must be imminent.
Both electric flagships are due to arrive in 2027.
VinFast may be struggling to crack the world’s most lucrative market here in the US, but that is not stopping it from aiming higher up the food chain. The company has unveiled a pair of flagship ultra-luxury models intended to push its image far beyond the mainstream EV space.
The 800S SUV and the 900S sedan join the existing 900 LX in the Lac Hong high-end lineup, taking aim at the Rolls-Royce Cullinan and the Mercedes-Maybach S-Class, or at least daring to.
The new models feature a large grille with vertical slats inspired by Vietnamese bamboo, flanked by split LED headlights. A gold ornament on the hood depicts the mythical Lac bird, which also appears on the D-pillars and rear emblem. According to VinFast, the Lac Hong lettering on the tailgate is crafted from a genuine gold-plated alloy.
The 900S sedan rides on a massive wheelbase and adopts a sculpted profile accented with aluminum trim, while its black wheels look lifted straight from the Maybach playbook. A sloping roofline flows into a fastback-style rear end with T-shaped LED taillights and a pair of vents.
The 800S SUV, by contrast, mirrors the upright proportions of the Rolls-Royce Cullinan, with straight character lines, silver accents, multi-spoke wheels, and a thick D-pillar that reinforces its imposing stance.
Cabin Materials And Interface Layout
Inside, both models combine wood veneers with Nappa leather and gold-plated inserts. The dashboard integrates a single display that houses both the digital instrument cluster and infotainment system. A cylindrical knob on the center console recalls BMW’s iDrive controller. Dual wireless charging pads, manual controls for the power-adjustable seats, and gold-plated speaker grilles round out the presentation.
While both cars share much of their dashboard architecture, the 900S sedan shifts the spotlight firmly to those in the back. It promises generous rear legroom, zero-gravity executive seating, automatic power-assisted doors, and an available partition housing a large-format projection entertainment system and a foldable executive workstation. There is also a starry night headliner and warm ambient lighting to seal the deal.
Tri-Motor Power And Fully Active Suspension
Both models are fitted with an electric powertrain. The tri-motor option produces a combined 617 hp (460 kW / 625 PS), sending power to all four wheels. VinFast has not shared details on battery capacity or range, but it does promise an all-new fully active suspension system engineered to deliver exceptional ride comfort and dynamic stability. The EVs will also feature advanced intelligent technologies and comprehensive safety systems.
The VinFast Lac Hong 800S and 900S are scheduled to go on sale in 2027. Pricing remains under wraps, though it is safe to assume a healthy step up from the brand’s VF mainstream passenger EVs and Green commercial mobility lines.
And it is not just Rolls-Royce, Maybach, and Bentley in the crosshairs. VinFast’s Lac Hong range will also have to contend with Chinese players such as the Huawei-backed Maextro, which promise similar presence and tech at far more competitive prices.
Tesla had said FSD transfers applied to orders by March 31.
Now it requires vehicles be delivered by March 31 instead.
Many buyers chose the base Cybertruck expecting FSD transfers.
Few, if any, car manufacturers change their prices and sales policies as abruptly as Tesla, and it has become part of the brand’s public persona. The company famously reversed its resale ban for the Cybertruck a couple of years ago, and it has now unsettled customers again with its latest Full Self-Driving-related revision.
As Carscoops reported earlier this year, Tesla no longer offers Full Self-Driving (Supervised) as a one-time purchase and has shifted entirely to a monthly subscription model. It also announced that owners who had previously paid upfront for FSD would only be able to transfer it to their next vehicle if they took delivery of a new Tesla by March 31.
Soon after this announcement, Tesla revised the wording of its FSD Transfer program terms, stating that customers simply needed to place an order by March 31 to qualify for a transfer. That revision took effect on January 20, 2026, temporarily replacing the delivery-by deadline with an order-by cutoff and giving buyers more flexibility, especially those trying to secure one of the final custom-built Model S or Model X vehicles before production winds down.
It has now reversed that change, once again requiring vehicles to be delivered by March 31 rather than merely ordered by that date.
It is understood that customers who placed an order and received an expected delivery window on or before March 31 will remain eligible for an FSD transfer, even if delivery slips into April because of delays on Tesla’s side. However, those who placed an order but were given a delivery window beyond March 31 will not have their FSD transfer honored.
Bad News For Cybertruck Buyers
Those who placed an order for the new Tesla Model Cybertruck Dual-Motor AWD are likely to be most affected. After Tesla updated its policy to simply require an order placed by March 31, Not a Tesla App reports many shoppers placed orders for the new entry-level Cybertruck at its introductory price of $59,999, fully expecting to be able to transfer their FSD system, despite many deliveries not expected until next year. Now, those buyers appear to be out of luck.
Furthermore, that introductory price has since increased to $69,990, and deliveries for this specific trim are not expected to begin until the summer, effectively excluding all current order holders from the transfer window under the reinstated delivery rule.
Compounding the issue, there are no readily available Dual-Motor AWD Cybertruck units in existing inventory that would allow customers to pivot their transfer to an in-stock alternative.
In what seems to be an effort to ease frustration, Tesla is offering full refunds, including the $250 order fee, which is typically non-refundable.
With the UX gone, the RZ stands as Lexus’s sole EV.
The UX 300e used a modest 54.3 kWh battery pack.
That small battery capped range at just 186 miles.
The all-electric Lexus UX 300e has quietly shuffled off the UK stage, five years after it first plugged in, and this is not just a local goodbye. Its exit is part of a wider wind-down across several global markets. The model’s demise means Lexus no longer has a small, relatively affordable EV available, and there’s no word on whether anything is in the works to replace it.
UK media first spotted that the UX 300e had vanished from the brand’s online configurator, which naturally sparked a round of speculation. Lexus soon confirmed the car had been removed from sale in late 2025.
Lexus offered no detailed explanation for pulling the plug, reports Auto Express. Slow sales seem the obvious culprit, coupled with the fact that the car was beginning to feel its age. Fewer than 3,400 examples were sold in Britain from launch to the end, which is not quite the breakout success you would hope for in a rapidly expanding EV market.
Never That Impressive
The regular UX soldiers on and is still a decent, if aging, option. The UX 300e, though, felt compromised from day one. Its 54.3 kWh battery delivered a rated 186 miles (300 km), which was underwhelming even at launch and quickly became difficult to justify. Then there was the CHAdeMo connector, once championed by the first-generation Nissan Leaf but now largely sidelined by the rest of the industry. Not a great combination if you were hoping for future-proof.
The UK isn’t the only market where the UX 300e has recently been cancelled. In mid-2025, it was also pulled from sale in Australia, likely also due to slow sales. It was also very expensive, starting at AU$80,720 ($56,500) and topping out at AU$88,190 ($61,800), making it more than AU$30,000 ($21,000) more expensive than some new Chinese rivals that offer similar levels of luxury and refinement but better driving ranges and charging speeds.
As Autoblog reported, the same pattern has played out elsewhere, with the electric version being discontinued across parts of Europe and Japan without much fanfare.
The demise of the UX 300e leaves the larger RZ as Lexus’s only current EV. The Japanese firm is planning other EVs, most notably its own version of the new Toyota Highlander, positioned as a large, expensive three-row SUV.
The road-going Concept C rides on the PPE platform.
Just three years pass from idea to production.
Its batteries mimic a mid-engined sports car layout.
The recent Audi Concept C is not just a glimpse at the brand’s latest design direction. It is also headed for production as the long-awaited TT successor. And it will get there quickly, within just two years, as Audi leans hard into what it calls its “China speed” development playbook.
Following the cancellation of the TT, as well as the mid-engined R8, Audi no longer has a two-door sports car in its line-up, which makes the Concept C all the more important. From the time it was sketched out as an initial idea to when it hits production it will have been just three years, representing a much quicker development cycle than traditional Audi models.
“Whenever we present a new concept, that will always be a serious product,” Audi chief executive Gernot Döllner told GoAuto at the recent launch of the new RS5. “The first proof point to our strategy is the Concept C. We presented that last September, and within two years, we will have it in the market.”
Porsche Underpinnings
Audi will build the road-going version on an updated take of the VW Group’s Premium Platform Electric, or PPE, architecture. That is the same hardware developed for the next-generation 718 Cayman and 718 Boxster.
There have been some questions about the future of the electric 718s, with a recent report indicating they could be axed entirely. However, according to Car Sales, Dollner told Audi staff in an internal letter that “the delivery of the platform by Porsche is not in doubt,” adding that work on the Concept C is proceeding “in good collaboration between Team Porsche and Team Audi.”
Details about the Concept C’s powertrain are limited, but it will be an EV. All signs point towards it having battery cells split between the cabin and the rear axle, allowing Audi to mimic the handling dynamics of a traditional mid-engined sports car.
China Speed
Helping to bring the car to life is the company’s new ‘China speed’ philosophy. It is ditching layered committees in favor of ‘project houses,’ encompassing design, engineering, manufacturing, procurement, supplier relations, quality, and validation staff under a single roof with one leader and direct access to the board.
“We (have) completely adapted that to our processes in Germany,” Dollner revealed. “Not so far in the future, we will prove that we are able to react as fast as we do in China – but in European programs.”
“Project houses are absolutely necessary if we want to be this fast,” he added. “You cut out committees. You have this speedy decision process with very fast involvement with the board. I am having spontaneous project meetings every week. The key to fast projects is in the early phase – the alignment between design, engineering and testing teams… to set up a stable project that can be validated in a very short timeframe.”
About 31.5 percent of tested chargers fell outside limits.
Some units delivered far less energy than shown.
Public charging costs and taxes add to driver concerns.
Refueling is something most drivers don’t think about too much. They plug in or insert a fuel nozzle, press go, and wait to see how bad the bank account damage is in the end. Now, EV drivers in the UK might be thinking twice before they plug in at a public charging station. A new study found that almost one in three mis-calculated the energy provided during a session.
According to independent inspection provider EVCI Global, 31.5 percent of the chargers it reviewed either overestimated or underestimated the energy transferred to vehicles. In roughly 15 percent of cases, errors exceeded five percent, with a small number showing what the company described as “materially larger deviations.”
EVCI says this effectively leaves EV drivers carrying more financial risk than petrol car owners, who enjoy far tighter oversight every time they pull up to a pump.
The study, first reported by The Telegraph, highlights how different standards are for EV chargers when compared to gas or diesel fuel pumps. Fuel dispensers are subject to strict statutory verification and typically must operate within a tolerance of -0.5 to +1 percent.
By contrast, most public EV charge point meters are allowed a margin of error of up to +2 percent. Even so, EVCI says nearly a third of the units it tested fell outside that permitted window.
The company argues that public chargers should be brought under a formal verification regime similar to fuel pumps. It has also raised the issue with relevant government departments, pushing for clearer oversight and enforcement.
Extreme Cases And Industry Response
In one extreme case cited by CEO Craig Marsden, a charger was found to be delivering 37 percent less electricity than the figure displayed on-screen. Importantly, there were also cases where the chargers actually under-valued the amount of juice they provided, so drivers paid less. The findings have been presented to the Transport Select Committee.
“People with EVs need to know that they’re getting what they’re paying for, the same way that they do at petrol pumps,” Marsden said.
EVCI argues that this situation creates a two-tiered situation where EV owners are at greater risk of losing money. That’s especially true for those who don’t have access to off-street parking and home charging networks. Such individuals rely heavily on public charging infrastructure and could end up paying more than their fair share. A long charging session can exceed £70, and annual costs may approach £2,000. That’s without the errors included.
Industry Response To Accuracy Claims
Industry body ChargeUK has pushed back on the report, saying that the inaccuracies are isolated cases. It also pointed out that measuring electricity transfer is more complex than measuring liquid fuel.
A spokesperson for the Department for Transport told the newspaper that public EV charge points are expected to measure and supply exactly the electricity they claim to deliver. They added that meters at most public chargers are regulated to ensure accuracy within 2 percent.
That said, EV drivers will no doubt want to see a dramatic improvement in the next EVCI report. Otherwise, adoption rates could take a hit.
Dealers are slashing prices of the electric Dodge Charger.
This 2024 example originally stickered at CA$106,493.
The Scat Pack version puts out 670 hp and 627 lb-ft.
The all-electric Dodge Charger Daytona is big and heavy, and according to some owners, reportedly riddled with issues. In Canada, it can also be configured with tens of thousands of dollars in options, yet much of that added cost appears to evaporate the moment the car hits the market.
This white 2024 Charger Daytona has been listed for sale by Oakville Chrysler Dodge Jeep Ram in Ontario for CA$58,400 (US$42,700). On paper, that does not sound outrageous. Then you glance at the original window sticker and pause. With options included, this car started life at CA$106,493 (US$77,900). Let that sink for a moment.
Sticker Shock And Rapid Depreciation
Ready? Good, let’s carry on. In Canada, the most basic Charger Daytona opens at CA$53,995 (US$39,500). This one is the Scat Pack, which adds CA$26,905 (US$19,700) and pushes the total to CA$80,300 (US$59,200). In return, you get twin motors delivering 670 hp and 627 lb-ft (850 Nm), plus launch control, a head-up display, dedicated drive modes, and a 16-inch digital cluster to keep tabs on it all.
Next up, this Dodge was specified with the CA$9,495 (US$6,900) Plus Group. That buys you ventilated seats, power lumbar adjustment for both front occupants, ambient lighting, and a wireless smartphone charging pad. Comfort, in other words, does not come cheap.
There is also the CA$3,696 (US$2,700) Sun & Sound package, pairing a fixed glass roof with an 18-speaker Alpine audio system. On top of that sits the CA$6,195 (US$4,500) Track Pack, which brings high-performance brakes, a one-piece black spoiler, revised adaptive suspension tuning, and red brake calipers.
Rounding out the list of options is the CA$3,995 (US$2,900) Carbon & Suede package. As the name suggests, it adds carbon and suede accents, but you also get 20-inch black wheels wrapped in 305/25 front and 325/35 rear all-season tires.
It’s hard to see what Dodge was expecting here. Asking this sort of money for an electric Charger was always going to be a stretch. For similar cash, you could slide into a Lucid Air. Or, for CA$80,990 (US$59,200), you could drive away in a brand new Hyundai Ioniq 5 N and still have change left for the charging cable you will inevitably forget at home.
We hate to think about just how much more value this Charger could lose. It has already shed nearly CA$50,000 in under two years, despite covering just 275 km (171 miles). Even at CA$58,400 (US$42,700), you would not bet the house on it flying off the lot anytime soon.
Then again, something tells us that the dealer might be open to trimming that figure a little further just to move it along. You can check out the listing here.
Subaru says STI is alive and working on new models.
Electric Performance-E STI looks closer to production.
Trailseeker is the brand’s fastest production car ever.
The last proper Subaru WRX STI bowed out in 2021, and it left a crater in the brand’s performance lineup. Since then, Subaru Tecnica International loyalists have been clinging to hope for something new. According to company officials, that hope is not misplaced. The high-performance division is “not dead,” and there is apparently plenty going on behind closed doors.
Over the past few years, Japanese buyers have had to settle for STI Sport editions of the WRX, Levorg, and Forester. Nice cars, certainly. But the real headline-grabbers were the two STI concepts unveiled at the 2025 Tokyo Motor Show.
Scott Lawrence, General Manager of Subaru Australia, spoke to Drive.com.auabout those concepts and the broader direction of the STI sub-brand:
“There has been a significant volume of feedback,” he said. “The tempo of news and activity out of STI publicly is picking up. It has the most vocal followers of the Subaru camp, put it that way. As those concepts proved, lots of work in that space – STI isn’t dead.”
Subaru is using its latest STI concepts to measure enthusiast appetite and, more importantly, to justify the next halo car. The fully electric Performance-E STI looks like nothing else in the current lineup. At the same time, the gasoline-powered Performance-B STI is essentially a heavily reworked Impreza hatchback with a serious gym habit.
Initially, Subaru implied that fans would help decide which concept makes it to production. That democratic spirit now appears to have limits. The EV seems to have the inside track. According tothe report, Subaru has confirmed the Performance-B will remain a concept, while staying carefully noncommittal about the Performance-E’s future.
While we wait for a proper STI to reappear, the Trailseeker, Subaru’s electric alternative to the Outback, has become the quickest thing in the showroom. Not exactly the plot twist purists were hoping for. Its dual-motor setup delivers a combined 375 hp (280 kW), good for a 0-60 mph sprint in 4.4 seconds, although in our testing the crossover wagon managed to dip even lower.
If you still prefer your performance with a sedan shape, the coolest kids on the block are the limited production S210 from last year, and the current STI Sport#, both based on the WRX. The latter debuted earlier this year with a six-speed manual gearbox, STI-tuned electronically controlled dampers by ZF, Brembo brakes with gold calipers, and 271 hp (202 kW) from the standard 2.4-liter boxer engine.
Subaru is clearly feeling its way toward whatever comes next for the STI sub-brand. Hybrid, fully electric, or something in between is still undecided. What seems less negotiable is the badge itself. It is sticking around, even if the boxer engine eventually is not.
Canada is preparing to reopen its doors, at least partially, to Chinese-built electric vehicles. In the coming months, it will begin issuing permits at a sharply reduced tariff rate. However, locals should not expect the market to be immediately flooded with new and innovative EVs, as has happened in parts of Europe and Australia.
Under Canada’s new trade agreement with China, up to 49,000 EVs built in China can be imported at the reduced 6.1 percent tariff, down from the 106.1 percent rate imposed in 2024.
Global Affairs Canada said in an import-control notice published on February 26 that, from March 1 through August 31, the first 24,500 permits will be handed out on a simple first-come, first-served basis.
Given that it has only been six weeks since the reduced tariff was announced, automakers looking to enter the Canadian market for the first time are unlikely to secure a significant share of these initial permits.
Which Companies Stand To Gain Most?
Instead, established firms are expected to benefit first. Volvo and Polestar, for example, had been exporting EVs from China to Canada prior to the 2024 tariff hike and likely retain the production flexibility to resume shipments for the Canadian market. Tesla also built China-made EVs for Canada before the tariffs took effect and is considered a frontrunner for the early permits.
Speaking to Auto News, Global Affairs spokesperson Samantha Lafleur said there is no predetermined limit on the number of permits each automaker may receive, although temporary limits could be introduced during the initial six months. Lafleur added that the department “will monitor the application and issuance of import permits for the purpose of providing equitable access to the quota to eligible applicants.”
Second Phase Of The Import Quota
The second quota of 24,500 permits will open on September 1, 2026, and run through February 28, 2027. Any permits unused during the first six months will be added to this second allocation period.
Canadians waiting for the most competitive offerings from China will be watching closely for the potential arrival of BYD and Geely, the country’s two largest automakers. As reported by Auto News, BYD has acknowledged it is evaluating sales in Canada. Geely, meanwhile, could expand its footprint beyond Volvo and Polestar by introducing additional brands such as its namesake marque and Zeekr, among others.
PROS ›› Lots of utility, genuinely quick, NACS charging CONS ›› Odd shifter, questionable styling, sub-330-mile range
Subaru’s first EV, the Solterra, didn’t exactly set the world alight. Lukewarm demand and an awkward early recall made it feel more like a cautious toe-dip into electrification than a confident leap.
The 2026 Trailseeker is the opposite. It’s bigger, quicker, and more capable. And somehow, almost by accident, it has become the most powerful and fastest production Subaru ever built.
That alone would make it worth a look. But here’s where it gets interesting. We didn’t test the loaded Touring trim dripping in features. We didn’t even grab the mid-tier Limited. Instead, we spent a full week with the Trailseeker Premium, which, despite the name, is actually the base model. Yes, “Premium” is doing some heavy lifting here. This is the $39,995 version most buyers will realistically consider.
Quick Facts
› Model:
2026 Subaru Trailseeker Premium
› Starting Price:
$39,995 (excluding destination)
› Dimensions:
190.8 L x 73.2 W x 65.9 in H (4,846 x 1,860 x 1,674 mm)
› Wheelbase:
112.2 in (2,850 mm)
› Curb Weight:
4,376–4,453 pounds (1,985–2,020 kg)
› Powertrain:
Dual electric motors / 74.7 kWh battery
› Output:
375 hp (280 kW)
› 0-60 mph:
3.9 seconds (GPS verified)
› Transmission:
Single speed
› Range:
280 miles (452 km)
› On Sale:
First-half of 2026
SWIPE
On paper, it reads like a greatest-hits list for Subaru loyalists. Standard Symmetrical AWD, 8.5 inches (216 mm) of ground clearance, 3,500 pounds of towing, and 375 horsepower (280 kW). That’s not exactly timid. Subaru claims 0-60 mph in 4.4 seconds. We tested it. It’s quicker than that. And after a proper stretch behind the wheel, we’re fairly convinced this so-called base model might be the smartest pick in the entire lineup.
Does It Look The Part?
Photos Stephen Rivers / Carscoops
The Trailseeker looks like it belongs on a trailhead, not outside a charging station. Black lower cladding, ladder-style roof rails, squared-off proportions, and a clean light bar give it a tougher presence than the Solterra. It measures 190.8 inches (4,846 mm) long on a 112.2-inch (2,850 mm) wheelbase, stands 65.9 inches (1,674 mm) tall, and rides with best-in-class 8.5 inches (216 mm) of clearance.
That clearance number matters. It puts the Trailseeker Premium ahead of rivals like the VW ID.4, Hyundai Ioniq 5 XRT, and Chevy Blazer EV AWD in pure ride height. That’s something Subaru emphasized heavily in its capability comparison charts. For buyers, it means worrying less when going over deeply rutted paths or rocky roads.
Even on 18-inch wheels with aerodynamic covers (Premium trim), it doesn’t look cheap. If anything, the smaller wheels add sidewall and reinforce the rugged vibe. Having now driven both this and the bZ Woodland, the Subaru appears a bit more cohesive in person. I’m still not sold on all of the plastic cladding, but I’d rather be seen in this than the Toyota personally.
Tell Me About The Interior
Photos Stephen Rivers / Carscoops
This base Trailseeker had me searching for decontenting because it starts at $39,995. As we’ve covered, that’s thousands less than the base bZ Woodland. Despite my efforts, I never found anything that felt like a big letdown compared to the Toyota I tested a few weeks ago. Sure, we don’t have ventilated seats, heated outboard rear seats, or a panoramic sunroof, but honestly, those are luxuries, and what’s already here is pretty great for the money.
The dash has nice texturing, the steering wheel feels like it’s from the future, and the 14-inch infotainment screen is a massive leap forward for Subaru (thanks, Toyota!). The menu is intuitive and easy to navigate. Physical buttons exist for the volume, media on/off, defrost, hazards, and climate temperature. Fan speed, air flow direction, and heated seat settings are all in the touchscreen itself. It’s not as nice as having physical controls for everything, but it’s better than having none at all.
There are dual 15w wireless chargers under the screen, along with a parcel shelf underneath that. It’s key because there’s no glove box, so expect to store things differently in this car than in most others. A small ‘magic’ storage console sits behind the shifter and allows both front seat passengers to open it from their side, which is great. It doesn’t flip over like the one we tested in the latest Toyota RAV4. Speaking of that shifter, it’s one of the weirdest and perhaps least positive parts of this car.
To use it, the driver pushes a ring down and then twists it left or right. Once you’re used to it it’s no big deal, but it does take getting used to. Everyone I handed the keys to needed a quick tutorial. Subaru places driving modes, of which there are three, normal, eco, and power, to the right of the shifter, along with X-Mode, a low-speed cruise control built for off-roading.
The seating is supportive and comfortable, but lacks the deep adjustability found in more expensive vehicles. That said, I’m happy to report that the Trailseeker can easily accommodate four adults who are above average height. The rear seats have just enough headroom for me at 6’6 to comfortably sit behind my own driving position in front. That’s impressive, though we should note that adding the panoramic sunroof detracts a bit of headroom.
Photos Stephen Rivers / Carscoops
Speaking of space, there are over 30 cubic feet to use in the back of the Trailseeker. That’s a strong figure and reminds us why wagons are so practical in a world full of oversized SUVs. Fold the seats down, and cargo space more than doubles to over 70 cubic feet. That’s not half bad, though we wish Subaru had included a front truck to make that figure even bigger. Those who need even more space can tow up to 3,500 pounds.
Shockingly Quick In Practice
Leave it to Subaru to cook up what it has in the Trailseeker from a driver’s perspective because it’s on two very different ends of the spectrum at the same time. For everyday pilots of this vehicle, it’ll feel totally normal, totally placid, and at times… it just seems to lack much character. Somehow, Subaru also just happened to make this the most powerful and quickest production car that it’s ever built.
The steering is quick and communicative, the accelerator and brakes offer good linear feedback, and the chassis handles directional changes with composure and high aptitude. It even manages bad road conditions, gravel roads, rock-filled trails, and some off-road trails with ease and comfort.
There aren’t even any STI badges to show that performance envelope off. Every Trailseeker gets a dual AC synchronous motor setup with a combined 375 horsepower (280 kW). It leverages a 74.7 kWh battery pack, and Subaru says this wagon will rocket from 0-60 mph in just 4.4 seconds. It’s wrong about that, and we have the data to prove it.
In the real world, we strapped a Dragy GPS tracker to ours and recorded multiple launches. With one foot of rollout, the quickest run came in at 3.88 seconds. Without rollout, it ran 4.11 seconds. You can read the full breakdown of our testing methodology and slope corrections in our separate acceleration analysis.
That’s properly quick. Not “quick for a Subaru.” Just quick. In fact, it’s the fastest production Subaru we’ve ever tested.
More importantly, the updated AWD logic gives it a stable, confidence-inspiring feel. It uses independent front and rear motors with variable power distribution, plus X-Mode with Snow/Dirt and Deep Snow/Mud settings. Grip is immediate and predictable, even when you provoke it.
Braking is handled by 12.9-inch front rotors and 12.5-inch rears, and regenerative braking offers multiple levels via paddles. It’s not WRX-level fun, but it’s far more engaging than most mid-size electric crossovers.
EPA-estimated range is 281 miles (452 km) for the Premium, slightly higher than the 274 miles quoted for Limited and Touring trims. Charging from 10–80 percent takes as little as 28 minutes at up to 150 kW, and it uses a standard NACS port for Supercharger access. We achieved a maximum estimated range of 239 miles as we achieved 3.2 miles per kW, but that’s with our 0-60 testing included. Drive like an adult, and the Trailseeker will almost certainly hit its 280-mile range.
Plenty Of Competition
Subaru benchmarks the Trailseeker against the Kia EV6, Volkswagen ID.4, and Honda Prologue, but the reality is broader than that.
Tesla Model Y is the most obvious rival. In Long Range form, it offers more range and arguably better software. It also matches the Trailseeker’s 3,500-pound towing capacity and adds a usable frunk, something the Subaru notably lacks.
But the Model Y rides lower, lacks meaningful ground clearance, and doesn’t pretend to be trail-capable. If you want tech and efficiency first, Tesla wins. If you want capability baked into the chassis, Subaru has the edge.
Kia’s EV6 leans sportier. It feels lower, sharper, and more road-focused. In GT-Line or GT form, it’s quicker in a straight line, but it sacrifices ride height and off-road pretense. It’s the enthusiast’s EV crossover. The Trailseeker is the practical adventurer.
The Hyundai Ioniq 5 XRT gets closer philosophically. It adds rugged styling and a slight lift, but it still can’t match the Subaru’s 8.5 inches of clearance or 3,500-pound tow rating. Hyundai wins on interior tech polish and charging speed consistency. Subaru counters with real-world trail confidence.
The Toyota bZ Woodland is mechanically nearly identical. Same bones. Same dual-motor layout. Same basic mission. But in person, the Subaru feels more cohesive and slightly better resolved. And crucially, it undercuts the Toyota on price in base form. That matters.
The Trailseeker doesn’t dominate on range. It doesn’t dominate in outright interior luxury. What it does is combine quick acceleration, meaningful ground clearance, real towing capacity, and sub-$40,000 pricing in a way very few EVs currently do. That niche may be small, but it’s distinctly Subaru.
Final Thoughts
Here’s the surprising part: I’m not convinced you need to step up to the Limited or Touring. The Premium delivers the full 375-hp experience, the full AWD system, the full ground clearance, the same fast charging, and nearly identical range. The features it lacks feel like luxuries, not necessities.
That’s rare in today’s trim-walk world. If Subaru’s goal was to make its second EV feel unapologetically like a Subaru, capable, practical, quick, and ready for something more than commuting, it nailed it. And the base model might just be the smartest version in the lineup.
For those with just $5,000 extra to spend, they have their pick of the lineup… and the fastest production Subaru in history without giving up a shred of practicality.
Photos Stephen Rivers / Carscoops
Before yesterdayElectric Vehicles - Latest News | Carscoops
It’s slated to arrive next year in two configurations.
The range-topping variant should have 463 hp.
BMW introduced the redesigned iX3 last year, and it’s about to be followed by an iX4 crossover coupe. Spy photographers recently caught up with a prototype and it will closely echo its more conventional counterpart.
While the front end will be instantly recognizable, that’s where the similarities end as the iX4 adopts a rakish windscreen that flows into a gently curved roof. This results in a significantly smaller greenhouse as well as a second row that could be short on headroom.
Cargo space will also be in short supply as there’s an angular rear window that meets a pronounced spoiler. The model also has an upright rear end, which should largely echo the iX3.
The déjà vu design should continue inside with a 17.9-inch infotainment system as well as a pillar-to-pillar Panoramic iDrive display. We can also expect a minimalist dashboard, a futuristic steering wheel, a 3D head-up display, and an intelligent personal assistant.
SHProshots
A recent leak revealed that the 2027 iX4 will be offered in 40 xDrive and 50 xDrive guise in the United States. The latter version should mirror the iX3 50 xDrive, which has a 108.7 kWh battery pack that feeds a dual-motor all-wheel drive system developing 463 hp (345 kW / 469 PS) and 476 lb-ft (645 Nm) of torque. This enables the model to accelerate from 0-60 mph (0-96 km/h) in 4.7 seconds, hit a top speed of 130 mph (210 km/h), and have a WLTP range of up to 500 miles (805 km).
The iX4 40 xDrive is more mysterious, but a recent report suggested it could have a smaller 82.6 kWh battery pack. We can also expect less powerful electric motors, although we’ll get a better idea when the iX3 variant debuts later this year.
He argues EVs are simpler, cleaner, more efficient by design.
CEO warns traditional brands risk extinction if they stall.
There’s no denying it. For all Elon Musk’s foibles, he and Tesla have played an instrumental role in accelerating the car industry’s shift towards electrification and autonomy. Love him or loathe him, the trajectory has shifted on his watch. Now, the controversial CEO says any legacy automaker that refuses to follow Tesla’s lead risks going the way of the dinosaurs.
Last week, the world’s richest man sat down with André Thierig, head of Tesla’s Gigafactory Berlin, for a deep dive into where Tesla is heading and where the wider industry should be going. In Musk’s telling, it has been obvious for more than 20 years that the endgame is fully electric, fully autonomous transport. The surprise, at least to him, is that some rivals still appear reluctant to accept it.
“The automotive industry has strongly rejected electrification,” Musk said during the interview. “They’ve dragged their feet, and they’ve had to be pushed there by the government, and whenever they have any opportunity to reduce the production of electric vehicles, they’ve done so. This is not a good strategic…like it doesn’t make sense.”
He went on to argue that the need for the car industry to shift to electrification would be true even “without environmental concerns.” Musk believes that “an electric vehicle is a fundamentally better architecture than a gasoline or combustion vehicle. It is much simpler, it is more efficient, it’s quieter, there’s no pollution in cities, so really all ground transport should be electric.”
“The future does not contain combustion vehicles, and there will be very few vehicles that are not autonomous. If the automotive industry does not move in that direction, they will be left out,” Musk added.
Carmakers Aren’t Doing Enough, Musk Says
When Thierig asked whether Tesla could learn anything from legacy automakers, or whether it should simply keep its head down and focus on its own path, Musk conceded, “You can always learn something from some competitors.” Still, he quickly returned to familiar territory. “Strategically, they’re heading in the direction of the dinosaurs, so they’re not heading in a good place. Dinosaurs are not around anymore.”
As for the risk of traditional brands copying Tesla’s ideas, he dismissed it, arguing that you cannot simply force a good idea onto companies that are not ready to embrace it.
None of this is especially new. Musk has long criticized established carmakers for moving too slowly, and with Tesla’s business tied so closely to EVs and autonomous driving systems, he has every reason to underline the advantages of both. It also does not hurt when that message reinforces confidence in Tesla’s long-term prospects.
Perhaps more intriguing is Tesla’s evolving self-image. The company no longer presents itself purely as an EV manufacturer, and some observers believe it may not even be building cars in a decade, shifting instead toward robotics.
BYD is testing its 1,500 kW megawatt flash charging network.
The demo site looks more like a gas forecourt than an EV hub.
Fast chargers could transform the appeal and usability of EVs.
BYD isn’t just building electric cars at a frightening pace, it’s now building chargers that make today’s versions look about as powerful as your car’s 12-volt accessory plug. The company has been spotted testing a 1,500 kW flash charging network in Shenzhen, China, and the layout looks suspiciously like a traditional gas station’s.
Instead of the usual lonely bank of DC chargers around a load of parking bays arranged like a regular parking lot, the demo site features liquid-cooled charging guns and T-shaped gantries lined up like fuel pumps so that drivers can pull up, fill up, and pull out without hanging about.
Leaked intel suggests peak outputs of up to 1,500 kW running on a 1,000 V architecture that could potentially add 249 miles (400 km) of range in just 5 minutes. For context, the quickest public chargers in the US and Europe top out around 350 kW, though most push out a lot less, and the majority of EVs can’t even sustain that anyway.
BYD-Use Only, For Now
Access during testing appears limited to select BYD models wearing a Flash Charge badge, including upcoming Tang, Song, Seal, and Denza variants, Car News China says. Charging reportedly starts within about 10 seconds of plugging in, no QR codes or smartphone gymnastics required.
Pricing at the demo site was shown at 1.3 yuan per kWh, roughly $0.18, which will come as a shock to Western EV drivers. Plug in to a 360 kW Gridserve charger in the UK, and you’ll be stung for up to £0.89 per kWh. That’s $1.20. Even a feeble 22 kW jolt costs £0.49 ($0.66) per kWh. Buyers of compatible cars are rumored to get 1,000 kWh of free electricity annually, according to the story out of China, though final policy details haven’t been confirmed.
Drive It Like A Gas Car
The real story isn’t just the headline charging speed. It’s what that speed could mean. If you can genuinely add hundreds of miles in minutes, you don’t need a massive 450-mile battery pack. Smaller batteries mean lighter, more affordable cars with better efficiency and sharper performance. And faster charging could make EV ownership feel less like planning a military operation and more relaxed, encouraging drivers to embark on spontaneous journeys.
BYD is said to be targeting more than 4,000 self-operated flash charging stations in China, with partner networks potentially pushing that number far higher. For now, it’s all still internal testing, but it offers a glimpse into how EV ownership might look only a few years from now, not just in China, but around the world.
Opel’s Corsa GSE has been spied ahead of a debut later this year.
It’s expected to get a single 278 hp motor with limited-slip diff.
Visually and mechanically it shares much with Mokka GSE SUV.
Opel’s famous hot hatch badge is back on a GTI-type subcompact, and this time it doesn’t need a turbocharger or fancy ICE breathing to make trouble. Fresh spy shots confirm the Corsa GSE is on the way, giving the long retired Opel OPC and British Vauxhall VXR bloodline a fully electric reboot with considerably more zap than before.
We already saw a teaser last week, zoomed in tight on a wheel like it was hiding state secrets. Now the prototypes are out stretching their legs, wearing camo but not bothering to disguise the yellow brake callipers and chunky wheels that scream performance model.
Visually, expect something close to the Mokka GSE SUV that debuted last year. That means dynamic-looking wheel rims, plenty of moody black detailing and a lower stance resulting from uprated springs and dampers. The body panels appear largely unchanged from the facelifted Corsa, but sharper bumpers and extra cladding should help it stand apart from lesser trims in supermarket car parks.
Close To 280 hp
Baldauf
Under the skin, the smart money says it’ll also mirror the Mokka GSE and its Stellantis cousins. Expect a front-mounted electric motor pushing out around 278 hp (281 PS / 207 kW) and 255 lb-ft (345 Nm) of torque, plus a Torsen limited slip differential and stiffer suspension are expected to keep torque steer tantrums in check.
Opel claims a 5.9-second zero to 62 mph (100 kmh) time for the Mokka, so the lighter Corsa should knock a couple of tenths off that, matching the 5.7 seconds Peugeot quotes for the Corsa GSE’s French brother, the 208 GTI.
Baldauf
Power will likely come from the familiar 54 kWh battery pack fitted to both the Mokka and 208. But the driving range will come in closer to the 208’s 217 miles (350 km) than the 201 miles (324 km) Opel says the taller, heavier Mokka can deliver between charges.
Competition Hotting Up
The 208 GTI marks the first time Peugeot has dropped a GTI badge on an EV, but it won’t the £35-40k Corsa GSE’s only competition. Alpine and Mini already have hot hatch EVs on sale and VW launches its first electric GTI this year, the ID. Polo GTI.
From what we’ve seen the Polo is going to have the upper hand when it comes to design, both inside and out, but with only 223 hp (226 hp / 166 kW), it’s not going to have the firepower of the Stellantis duo.
Stronger Leapmotor ties could sharpen its VW, Renault fight.
A US ban on Chinese tech cars still poses a real hurdle.
Stellantis booked $26.1 billion in EV strategy write-downs.
Stellantis is deepening its ties with China’s fast-moving EV sector as it searches for a more efficient path through the electric transition. In 2023, the group inked a deal with Chinese EV startup Leapmotor, purchasing a 20 percent stake in the firm for $1.1 billion. The agreement made Stellantis the exclusive distributor of Leapmotor models in Western markets.
Now, it appears the relationship could extend beyond distribution, with Stellantis potentially tapping into its partner’s EV technology for brands such as Fiat, Opel, and Peugeot.
According to Autonews, unnamed sources say Stellantis wants access to Leapmotor’s battery and EV powertrain technologies. It’s understood that discussions are in their early stages, but using Leapmotor’s systems would help Stellantis save billions of dollars in development costs, and allow it to more quickly roll out rivals to vehicles from Chinese competitors like BYD and MG, in addition to legacy brands including the VW Group and Renault.
However, actually using Leapmotor’s battery and EV technologies could prove challenging. For example, vehicles using connected systems linked to China will be banned from importation and sale in the US from 2027.
What’s Next for the Partnership?
While speaking about the collaboration between the two companies, Stellantis chief executive Antonio Filosa said the “technical partnership… will help us in getting to higher level of competitiveness especially with electric cars and it is very important for Europe.”
He added the partnership will also “improve our collaboration also on new tech development,” noting that “2025 was a year of strategic implementation for the partnership, setting the stage for deeper integration”, according to Autonews.
EV Write-Downs And Reset
Earlier this month, Stellantis announced write-downs and charges of €22.2 billion ($26.1 billion) as it scaled down its EV strategy. However, it knows it can’t back away from EVs entirely, hence why it’s interested in deepening its ties with Leapmotor.
Through the Leapmotor International joint venture, Stellantis has helped the Chinese brand launch several of its models, like the C10 and B10, in markets including Europe and Australia. For a brief period, it was also building the small T03 in Poland, but this ended last year amid fluctuations in international trade policies. This year, Stellantis plans to start building Leapmotor vehicles at its Zaragoza plant in Spain.
Xiaomi unveiled its Vision Gran Turismo concept at MWC 2026.
Like the Aston Martin Valkyrie, it uses huge venturi tunnels.
The cocoon-like cockpit makes just enough space for two.
Chinese smartphone and consumer electronics giant Xiaomi, now very much a car manufacturer too, has become the first Chinese brand to unveil its own Vision Gran Turismo concept. Presented at the Mobile World Congress 2026 in Barcelona, Spain, the car is bold and offers a glimpse of what a legitimate hypercar from the tech juggernaut might look like if it ever reached production.
Underpinning the Vision GT is the company’s 900-volt Silicon Carbide platform. While no performance specifications have been released, it could deliver upwards of 1,900 hp from its electric powertrain. Most of the details shared by Xiaomi focus on the car’s design and aerodynamic intent.
According to Xiaomi’s head of automotive design, Li Tianyuan, the Vision GT concept posts a drag coefficient of 0.29 and has effectively been sculpted by the wind.
Like track-obsessed machines such as the Aston Martin Valkyrie and Red Bull RB17, the Vision GT runs vast venturi tunnels beneath its bodywork. They channel air through the underfloor and eject it at the rear, creating a dramatic tail section that works to pin the car to the tarmac at speed.
There’s no word on how much downforce it could have, but it’d inevitably be enough to warp your face while going around corners. The front-end includes a motorsport-inspired carbon fiber splitter and unobtrusive LED headlights. As mentioned, the rear is dominated by the huge venturi tunnels, but the LED taillight wrapping around the entire back of the car is also very striking.
Xiaomi has also imagined the Vision GT with a set of very intriguing wheels. Sitting over a set of carbon-ceramic brakes, the concept has a set of turbine fan rims with a floating cover over them, making it appear as though the wheels aren’t moving when the car is driving.
A Cabin From Another World
The cabin looks tight, but futuristic. Occupants sit in a pair of seats stuffed into the carbon fiber monocoque. There’s a panoramic head-up display similar to the new BMW iX3, as well as a steering wheel straight out of racing with five large circular screens, including a toggle for a drift mode.
There’s no word on when the car will be added to Gran Turismo, but it should be made available in the coming weeks. Will it influence a future road-going supercar from Xiaomi? Not likely, at least in that extreme form, but only time will tell.
U.S. consumers are sharply divided on Chinese vehicle brands.
Dealers show strong resistance despite notable shopper curiosity.
Price incentives could sway buyers, but trust remains critical.
If you spend any time in automotive comment sections, you’ve seen it. Someone inevitably points to a cutting-edge EV from China and declares it superior to whatever U.S.-market model is under discussion. There’s a huge catch, though: that vehicle doesn’t actually exist in the American marketplace.
It’s not federally certified, not sold through U.S. dealers, not supported by a domestic service network, and not priced with tariffs factored in. It’s a theoretical alternative, not a real one, and new research helps explain why this dynamic exists. Americans are forming opinions about Chinese automakers before most have ever seen one in person.
According to a study from Cox Automotive, consumers are heavily divided. Around 38 percent of shoppers say that they’re extremely or very likely to consider a Chinese brand. Another 39 percent says the opposite, that they’re extremely unlikely to do so. Among Gen Z buyers, the openness jumps to a whopping 69 percent, so if this ever does happen, expect the marketing to skew toward younger folks.
That split implies any early traction would likely be concentrated within specific demographics rather than spread across the broader market, creating both opportunity and risk for established players.
That said, actual awareness is thin. Nearly half of those surveyed said they were familiar with Chinese brands, but actual brand knowledge falls off a cliff quickly. BYD is the brand most are familiar with and that made up just over one-third of respondents. In total, only 17 percent said they had a deeper awareness of it. That’s a pretty big insight gap.
Dealer familiarity lags even further behind, with only about a quarter reporting any awareness of BYD, a reminder of how preliminary this conversation still is at the retail level.
While around 40 percent of consumers say that they’re interested in Chinese brands coming to America, dealers, the ones with the real power, aren’t so hot on it. Only 15 percent said they’d like these brands in the USA. In fact, 92 percent of dealers reported concerns about selling Chinese vehicles. They cited everything from reliability to safety to long-term viability. That hesitation matters even more than the fact that some 60 percent of buyers aren’t interested.
The research also found that roughly 70 percent of dealers would adjust their business strategies if Chinese brands entered the market, suggesting preparation may follow skepticism.
Partnerships could shift the equation, though. When consumers were asked to consider a Chinese automaker aligned with an established U.S. brand, purchase consideration rose sharply to 76 percent, indicating that brand pairing may influence acceptance as much as pricing or product.
The Attraction
Interest does not appear to hinge on technology, styling, or practicality. It comes down to price. Nearly half of consumers rate them positively for affordability, and 35 percent give strong marks for performance. No doubt, we’ve seen pricing for Chinese automobiles undercut just about every other brand. But durability, safety, quality, and reliability fall short, and those are precisely the fundamentals that drive mainstream purchase decisions.
When consumers directly compared specific models, Tesla’s Model Y maintained a clear edge among EV shoppers, and the Chevrolet Equinox led among ICE vehicles, reinforcing the staying power of established nameplates.
However, when steep price discounts were introduced into side-by-side comparisons, a meaningful share of buyers indicated they would switch, particularly among lower-income and more price-sensitive groups.
Dealer and Consumer Comparisons (Strongly or Somewhat Agree)
Established U.S. brands still hold the advantage, buoyed by trust and familiarity. Price can narrow that gap, especially among more cost-sensitive buyers, but it doesn’t erase it. And it’s why those folks in the comment section suggesting that readers get a BYD Dolphin instead of whatever is actually available might have to wait a while longer before that comment makes any sense.
Consumers Rate Chinese Brands Lower on Buying Criteria (Durability, Quality, Safety and Reliability)
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