The Mercedes-AMG E-Class EQ has been spied for the first time.
It replaces the AMG EQE and sports a more traditional design.
Car could have a tri-motor powertrain with around 900 hp.
Spy photographers have snapped the Mercedes E-Class EQ on multiple occasions and now they’ve gotten the first glimpse of the AMG variant. It’ll replace the slow-selling AMG EQE and feature a more conventional, and arguably safer, design direction.
Speaking of which, we can see the car will have a fully enclosed grille that should echo the one found on the C-Class and GLC EQs. We can also expect a sporty front bumper as well as star-infused headlights on the production model.
Moving further back, there are lightweight AMG wheels that are backed up by a high-performance braking system with cross drilled discs. Designers also gave the car streamlined bodywork and a more traditional sedan silhouette. A closer inspection reveals extended fender flares, which likely hint at a wider track.
Elsewhere, the early prototype has a makeshift rear spoiler and temporary taillights. We can also get a glimpse of a sportier rear diffuser.
Baldauf
Spy photographers haven’t gotten a good look inside the E-Class EQ, but the model could follow in the footsteps of the electric GLC. If that’s the case, we can expect a 10.25-inch digital instrument cluster and a 14-inch infotainment system. The crossover also offers an MBUX Superscreen, which adds a 14-inch front passenger display. If that isn’t enough digital real estate, the MBUX Hyperscreen boasts a 39.1-inch display that spans the width of the dashboard.
Performance specifications remain a mystery, but the model will ride on the MB.EA platform and have a lot in common with the GLC EV. The crossover’s AMG variant is rumored to have three Yasa axial flux motors developing as much as 939 hp (700 kW / 952 PS).
That sounds like overkill, but there’s little doubt the upcoming model will easily eclipse the AMG EQE. As a refresher, it has a 90.6 kWh battery pack as well as a dual-motor all-wheel drive system producing a combined output of up to 668 hp (498 kW / 677 PS) and 738 lb-ft (1,000 Nm) of torque. This enables the model to rocket from 0-60 mph (0-96 km/h) in 3.2 seconds, but the car has a dismal EPA range of 220 miles (354 km).
If imitation is the sincerest form of flattery, Land Rover must be blushing as Geely is gearing up to introduce the new Zhanjian 700. It apes the Defender and is being billed as an “AI all-terrain hardcore SUV.”
The automaker isn’t saying much at this point, but the model was previewed by a concept at last year’s Shanghai auto show and looks more British than Chinese. The similarities are striking as both models have rectangular headlights with circular daytime running lights. The 700 even incorporates the Defender’s single bar grille, although here it’s illuminated and features a logo in the center.
The design déjà vu continues further back as we can see familiar body work and similar front fender vents. They’re joined by plastic body cladding and a Defender-esque greenhouse. That being said, the 700 eschews Land Rover’s side-mounted panel and features a beltline that kicks up at the rear doors.
Rounding out the highlights are a contrasting white roof, two-tone wheels, and a rear-mounted spare tire carrier. The model also has blacked out pillars as well as a roof rack.
The interior image isn’t very revealing, but we can see a lever-style shifter with a leather grab handle. It’s flanked by two metallic controls and one of them could be the drive mode selector.
While that remains to be seen, the 700 has high quality switchgear and a row of dedicated off-road buttons. This appears to include a ride height selector, a 4L button, and a locking rear diff.
Geely was tight-lipped on specifics, but said the model has an integrated frame as well as a tri-motor four-wheel drive system for “intelligent electric performance.” While that implies the vehicle is fully electric, that might not be the case as there are doors on both sides of the rear fenders.
One of them could be a charging port, while the other is for the gas tank. This would make sense as previous reports have suggested the model could have a 1.5- or 2.0-liter engine as well as a 70 kWh battery pack.
While a number of questions remain, the Zhanjian 700 will likely debut at Auto China next month. We can expect to learn more then, but Geely hinted the SUV won’t be cheap as it will compete in the “high-end off-road segment” and deliver “flagship-level performance.”
The Cybertruck Long Range RWD was only built for a limited time last year.
This pickup has a single electric motor and a 123 kWh battery pack.
Tesla lowered the Cybertruck’s towing capacity from 11,000 lbs to 7,500 lbs.
The Tesla Cybertruck’s Long Range RWD variant was short-lived, produced for less than six months, yet that rarity has done little to shield it from steep depreciation. Just look at this 2025 example, which recently changed hands for just $56,500.
Tesla introduced the Cybertruck Long Range RWD last year, pricing it from $69,990 and undercutting the All-Wheel Drive model by $10,000. However, it never proved particularly popular as Tesla cut out some important features to achieve the somewhat more approachable price tag.
To get there, Tesla stripped back more than just an electric motor. The front axle is left unpowered, and buyers also miss out on a powered tonneau cover, 120/240V outlets, and the premium 15-speaker sound system, replaced here by a basic seven-speaker setup. The interior takes another step down with textile seats instead of leather and no rear touchscreen.
Capability takes a hit too. Towing drops from 11,000 lbs (4,989 kg) to 7,500 lbs (3,401 kg), while payload falls from 2,500 lbs (1,133 kg) to 2,006 lbs (910 kg). It’s a long list, and not the kind that quietly disappears once you’ve signed the paperwork.
With this in mind, it’s perhaps no surprise that demand for used examples isn’t particularly strong. This Cybertruck was sold on Cars & Bids earlier this week, falling well short of its original price tag of $73,490, which included optional $3,500 20-inch Cyber wheels with 35-inch tires.
The Least Desirable Cybertruck?
Cars & Bids
The fact that the owner also spent several thousand dollars to wrap the truck in Halo Green, add aftermarket side steps, and fit leather seat covers doesn’t seem to have boosted interest. It has just 5,800 miles (9,334 km) on the clock, which should have helped its value, but clearly hasn’t made much difference.
There is, at least, one clear strength. The RWD Long Range model carries a sizeable 123 kWh battery pack, giving it the best range of any Cybertruck at an EPA-rated 350 miles (563 km). That should be a headline advantage. Still, pairing that range with a rear-wheel-drive setup in a pickup limits how useful it feels in the real world, especially for buyers who expect capability to match the look.
In the end, this version lands in an awkward middle ground. It is cheaper, yet not cheap enough. It goes farther, yet gives up too much along the way. And in a segment where image and ability matter just as much as numbers, that balance does not seem to be working.
It was previewed by a concept with a 65-inch display.
Mercedes introduced the VLE earlier this month and now they’re teasing the luxurious new VLS. However, they went a step further and confirmed the range-topping van will be getting a Maybach variant.
The company isn’t saying much at this point, but teased the model will elevate their “grand limousines [vans] into the realm of sophisticated luxury.” They went on to suggest the model will combine “timeless elegance” with a “first-class interior, a new level of digital sophistication, and an exceptional rear-seat experience.”
Speaking of the rear seats, Mercedes hinted at an “extraordinary private lounge” that has luxurious materials, impeccable craftsmanship, and exquisite design details. That’s not much to go on, but the VLE offers private jet-style seats with a foot rest, pillow, and an integrated wireless phone charger.
The fancy seats will likely be joined by a center console, refrigerated compartment, and a high-tech entertainment system. If the Vision V concept is any indication, the model could have a 65-inch display as well as a 42-speaker premium audio system. We can also expect wood trim, metallic accents, and premium leather.
Vision V Concept
Little else is known about the model at this point, but the VLS will presumably be larger than the VLE. If that’s the case, this certainly isn’t a ‘minivan’ as the former measures 209.0 inches (5,309 mm) long, 78.7 inches (1,999 mm) wide, and 76.5 inches (1,943 mm) tall with a wheelbase that spans 131.6 inches (3,342 mm). An even larger VLE is also coming with a 138.5-inch (3,517 mm) wheelbase and an overall length of 215.9 inches (5,484 mm).
Powertrain details remain a mystery, but could echo higher-end versions of the VLE. This suggests the VLS could have a roughly 115 kWh battery pack as well as a dual-motor all-wheel drive system producing a combined output of 409 hp (305 kW / 415 PS).
We can also expect 800-volt technology and a 300+ kW DC fast charging capability. Other highlights will likely include an AirMatic air suspension and a rear-axle steering system.
The 2025 Audi RS e-tron GT Performance starts at $170,500.
A new 13-mile example in Las Vegas is listed $54,005 under MSRP.
Listings nationwide show multiple cars already priced below sticker.
The new Audi RS e-tron GT Performance is a road-going rocket ship, blending hypercar-level acceleration with genuine long-distance comfort. It delivers extraordinary pace alongside impressive Grand Touring ability, yet like the model it replaces, it’s already shedding value quickly in the US. That makes now a surprisingly sensible moment to snag yourself a bargain.
The RS e-tron GT starts at $170,500, though that figure climbs past $180,000 once a few options are added. With 912 hp and 757 lb-ft (1,027 Nm) of torque available, that pricing isn’t outlandish on paper, but the market is clearly suggesting it’s too steep for a luxury EV.
A quick scan of current classifieds shows dozens of 2025 and 2026 RS e-tron GT models listed across the United States, many showing minimal or delivery mileage and asking prices already below MSRP. The cheapest example we found is a lightly used 2025 model with 1,930 miles (3,106 km) listed by Audi Beverly Hills.
Prices Are Going Down, Down, Down
Audi Beverly Hills
That listing doesn’t specify the original MSRP, but with the $5,900 forged carbon package included, it would have cost at least $180,000 new. It’s now listed at just $123,993.
If you’re shopping for a new one, it’s worth checking out a 2025 model listed at Audi Las Vegas for $124,590, down from an MSRP of $178,595. It has just 13 miles (21 km) on the clock, essentially delivery mileage, and has already shed $54,005 in value without ever being registered. The gods of depreciation have clearly taken a liking to this electric Audi.
Audi Las Vegas
Despite the upgrades to the refreshed RS e-tron GT, it’s likely going to suffer the same fate as the original model, plummeting in value the moment it’s driven off the showroom floor. Some examples of the pre-facelift RS e-tron GT, which offers up to 637 hp and 612 lb-ft (830 Nm), have asking prices under the $50,000 mark, and the facelifted model is trending in that direction.
Freelander returns as a standalone electrified brand under JLR and Chery.
The teaser reveals pixel-style LED headlights and a boxy SUV design.
A global rollout is planned following the first model’s initial launch in China.
The Freelander name is making an unexpected return, though not in the way many would have predicted just a few years ago. Jaguar Land Rover’s Chinese joint venture with Chery has confirmed that the new Freelander will debut on March 31. This time, the badge does not belong to Land Rover at all, instead re-emerging as a standalone electrified brand with no traditional ties to its former parent.
The first official teaser focuses on the rectangular headlights, featuring pixel-style LED graphics. We can also spot an upright nose and hints of fender extensions, paired with gray plastic cladding on the front bumper.
The upright lines across the front seem to nod to the original design. The Land Rover Freelander first arrived in 1997, followed by a second generation in 2006 that stayed on sale until 2015, when it was ultimately phased out in favor of the Discovery Sport.
Overall, the new model leans heavily on the Land Rover Defender’s design playbook, much like a growing number of SUVs coming out of China. Still, with JLR’s UK studio leading the design, this one at least has a legitimate claim to the look.
Earlier spy shots have already given away much of the Freelander’s stance, revealing a boxy silhouette that leans heavily into SUV convention. It is expected to feature a three-row layout, with an overall length stretching beyond 5,100 mm (200.8 inches), placing it firmly in large family hauler territory.
Under the skin, the SUV is expected to ride on Chery’s modular architecture. The platform is designed to support both fully electric and range-extender powertrains, while also enabling ultra-fast charging,
Production of the new model will be centralized at the CJLR plant in Changshu, China. The facility is currently undergoing a ¥3 billion ($436 million) investment as it transitions away from the aging Land Rover Discovery Sport and Range Rover Evoque, preparing instead for the upcoming Freelander lineup.
The Chinese joint venture has also begun scaling up its workforce, recently sharing a recruitment poster on social media that lists more than 30 open positions across its Shanghai and Suzhou operations. The recruitment drive confirms that JLR and Chery are building an entirely new corporate infrastructure. While the new brand will initially launch in China, a wider global rollout is planned for the near future.
Spy Shots: Chery-JLR Freelander SUV for China
Freelander is a new brand under Chery-JLR. The Chinese name is 神行者 (Shén Xíngzhě). Freelander will manufacture various SUVs based on Chery platforms.
The spy shots show a boxy off-road-style SUV during winter tests in Northern… pic.twitter.com/IduwHRG5vw
Faraday Future avoids SEC action after a four-year investigation.
Regulators scrutinized the company’s 2021 reverse merger with a SPAC.
Company now faces Nasdaq $1 share price compliance deadline.
Few car manufacturers have had a history as turbulent as Faraday Future. Founded more than a decade ago as one of America’s most promising EV startups, it’s been teetering on the edge of financial collapse for years, but has just reported one of its most significant wins.
Over the weekend, Faraday Future revealed that the US Securities and Exchange Commission has concluded its four-year investigation into the company and has decided not to take any action against it. Founder and co-CEO Jia Yueting, as well as Faraday Future President Jerry Wang, have also avoided the court room.
The SEC had been investigating Faraday Future over its 2021 merger with a special purpose acquisition company (SPAC) that allowed it to go public, alleging the company made several false and misleading statements. Throughout the SEC’s investigation, it subpoenaed the company and took depositions from multiple former employees and executives.
The Troubles Don’t Stop Here
Last year, it appeared the SEC was stepping up its action against Faraday Future, issuing ‘Wells Notices’ to Yueting and other executives, notices usually issued when the SEC has been recommended to take enforcement action. According to Tech Crunch, approximately 85 percent of cases where Wells Notices are issued result in the individuals facing the SEC in court.
“The conclusion of the SEC’s investigation means that the long-standing overhang and sources of instability that had constrained the Company have now been removed,” Faraday Future said in a statement. “This is the strongest and cleanest response to potential illegal short sellers. Some short sellers used the time when the investigation was still open to spread rumors, defame the Company, create panic, and profit illegally. Now, the SEC’s conclusion means FF’s reputation is being restored, and confidence is coming back.”
Admittedly, Faraday Future isn’t out of hot water yet, as it recently received a notice from Nasdaq for failing to meet the minimum $1-per-share price requirement over 180 days. It now has 180 days to boost its shares to over $1 and hopes to do so without issuing a reverse stock split.
The EV2 starts at €26,600, positioning it as an accessible entry EV.
Multiple trims and seating layouts give buyers flexibility across the lineup.
Kia has confirmed the EV2 will not be sold in the United States.
Fresh off the Kia EV2’s global premiere in Brussels earlier this year, the brand has opened order books for its latest all-electric SUV in Germany and other European markets, revealing a starting price of just €26,600 ($30,800 at current exchange rates). At that level, it feels like a missed opportunity that the EV2 isn’t headed to the United States, though tariffs would likely erode much of its affordability if it ever made the trip across the Atlantic.
For European shoppers who’d rather not pay upfront for the EV2, the new car can be leased for as little as €239 ($275) per month. There are also plenty of versions on offer, ensuring there’s an EV2 to suit everyone.
The base version is known as the Light and comes equipped with a 42.2 kWh battery pack and a single electric motor rated at 146 hp. This model has a relatively limited range of 197 miles (317 km), but that should be enough for most Europeans, particularly those living in large urban centers. Helping to further lower the cost of this version is the fact that it’s sold exclusively as a four-seater.
What Else Is On Offer?
Sitting above the EV2 Light is the Air, which is a five-seater. It retains the same battery and motor as the Light in standard guise, but starts at €28,990 ($33,600). Kia also sells it with a larger 61 kWh battery pack and a 135 hp motor, boosting the range to 281 miles (453 km). This version starts at €33,490 ($38,800).
Kia will also sell the EV2 in Earth and GT-Line configurations. The Earth is available as either a four-seater or five-seater with the 42.2 kWh pack and 146 hp motor, priced from €31,290 ($36,200), topping out at €31,590 ($36,600), and both with a 191-mile (308 km) driving range.
The GT-Line then starts at €36,890 ($42,700) for the five-seater with the 61 kWh pack and 135 hp motor, and tops out at €37,190 ($43,100) for the four-seater with the same powertrain. Both versions have a claimed driving range of 256 miles (413 km).
It’s not just the EV2 that the US misses out on. Kia originally intended to sell the EV4 in the United States but axed those plans late last year, likely due to concerns that it wouldn’t sell well.
The C10 AWD Sports+ delivers 590 hp from a twin-motor setup.
Australian pricing starts at a competitive AU$53,888 plus costs.
A 81.9 kWh battery offers up to 272 miles of WLTP-rated range.
The standard Leapmotor C10 is an electric SUV that could be best described as adequate. It’s not exciting or engaging to drive, but aside from a few tech gremlins, it drives quite nicely and is well priced. Now, a new version of the C10 has been launched, and it might be enough to get people excited.
Known as the Leapmotor C10 AWD Sports+ Special Edition and just introduced in Australia, the power on offer and the SUV’s price tag are simply absurd. Whereas the standard C10 has a single electric motor with 215 hp (160 kW) and 236 lb-ft (320 Nm) of torque, the AWD version has a pair of upgraded motors delivering 590 hp (440 kW) and 561 lb-ft (760 Nm).
To put those figures into perspective, the original Lamborghini Huracan LP 610-4 had 602 hp and 413 lb-ft (560 Nm), while the rear-wheel drive only LP 580-2 was rated at 572 hp and 398 lb-ft (540 Nm). Leapmotor says its new flagship needs just 4 seconds to hit 100 km/h (62 mph), which is impressive, but perhaps a little slower than we’d expect given the horsepower and torque figures.
A Price To Stun
Arguably just as impressive as the C10’s performance is the fact that it’ll start at just AU$53,888 ($37,600) plus on-road costs, or just AU$10,000 ($7,000) more than the standard model. This allows it to easily undercut the BYD Sealion 7 Performance that starts at AU$63,990 ($44,700), and even undercuts less powerful, rear-wheel drive versions of the Tesla Model Y (AU$58,900 / $41,100) and Zeekr 7X (AU$57,600 / $40,200).
Complementing the more powerful motors is a larger 81.9 kWh LFP battery that provides the oddly-named C10 AWD Sports+ Special Edition with up to 272 miles (437 km) of WLTP range. It supports DC charging speeds of up to 180 kW, meaning the battery can charge from 30-80 percent in 22 minutes, which is below par in this segment despite the C10 having an 800-volt architecture.
Leapmotor has failed to mention if any upgrades have been made to the C10’s suspension or braking systems to cope with almost triple the power of the standard model.
Nearly 12,000 Wagoneer S SUVs from 2024 to 2026 are recalled.
The liftgate hinge cover may not clip in and could fall off.
Jeep is aware of 17 warranty claims related to the fault in the US.
Nearly 12,000 examples of Jeep’s all-electric Wagoneer S are being recalled in the United States, highlighting a quality lapse that arguably should have been caught earlier. Now, owners will need to visit a dealership to have their vehicles inspected and the faulty component repaired or replaced.
A recall notice issued by the NHTSA states that 2024–2026 Wagoneer S models may have been built with a liftgate hinge cover that lacks sufficient design tolerances. Stellantis explains that in some cases, the rear liftgate hinge cover may not clip securely into place and could detach from the vehicle, creating a potential road hazard.
Owners might get an early warning. The company notes that occupants could hear a rattling noise or notice that one or both hinge covers aren’t sitting flush.
FCA’s Technical Safety and Regulatory Compliance team opened an investigation on January 8. Over the next five weeks, it worked with FCA US Engineering and Manufacturing to review production data and design revisions tied to the hinge cover, focusing on pinpointing the root cause of the issue.
Warranty Claims Start Piling Up
Jeep says that as of February 18, it had logged two customer assistance cases, 17 warranty claims, and 32 field reports potentially tied to the issue. In total, 11,767 vehicles are being recalled, all built between March 21, 2024, and July 24, 2025. The automaker estimates that 6.7 percent of them may actually have the defect in question.
The problematic component comes from Magna International, with owner notifications set to go out starting May 1. Dealers have been told to inspect the hinge cover and, if needed, repair or replace it with an updated version that stays put.
This isn’t the only recall recently issued by Jeep in the US. In February, more than 80,000 Grand Cherokees were called in for repairs because the rear coil springs may have been installed incorrectly as part of a previous recall. In this case, Jeep revealed the spring could detach from the vehicle entirely, presenting a serious safety risk.
BYD and Chery are actively looking to establish a Canadian dealership network.
It comes after Canada agreed to a quota of Chinese EVs allowed in with reduced tariffs.
The Chinese automakers’ plans start with Toronto, before expanding west and east.
A report has seemingly confirmed that two of China’s biggest electric car manufacturers are swiftly building the foundation for a Canadian push. The news comes from a consultant tasked with laying the groundwork. The companies are in talks to set up branded dealerships throughout the country, a serious move into a massive market that has so far eluded Chinese car makers.
It’s understood that both BYD and Chery have plans centered around establishing independent dealerships, but cautioned that the low volume of cars allowed by the quota may not be enough to sustain many Canadian dealerships.
The initial strategy involves launching out of the Greater Toronto Area, then expanding west and east to cities such as Vancouver, Montreal, and Calgary. Those involved in the talks say that BYD’s goal is to build about 20 dealership locations in the first year of operation. That would give China’s biggest carmaker a visible presence in Canada’s biggest urban markets, where there is a continuing rise in the demand for electric vehicles as consumers look for cheaper alternatives.
The news comes from Farid Ahmad, the CEO of Dealer Solutions Mergers & Acquisitions, a consultancy which has already had discussions with three possible BYD locations. “They’ve asked us to help them find as many of the 20 that they possibly can, but they’re out there doing that themselves, as well,” said Ahmad speaking to The Globe And Mail. Ahmad went on to say that a number of Chinese manufacturers were interested in setting up shop in Canada, including Chery.
Canada recently restructured its tariff regime relating to Chinese-built electric vehicles by implementing a quota that permits 24,500 Chinese-made EV to come into Canada at a significantly reduced duty rate of just 6.1 percent. That change in policy means a change in math for companies such as BYD and Chery that previously have struggled with steep barriers that made it difficult for them to expand.
With the advent of lower import costs now possible under the quota, the move into the Canadian market is becoming more realistic. Still, there are a number of steps before any cars are in showrooms. Regulatory approvals, dealer agreements, financing structures, and service networks all have to be put in place.
Launch Timing Remains Unclear
Sources caution that although discussions are ongoing, there hasn’t been an official date initiated for the launch by BYD. The company has not publicly outlined its timeline, nor the specific models it prioritizes for Canada.
By coming into the Canadian EV market, Industry analysts believe BYD and Chery will transform pricing and competition in the industry. The market has been dominated by established North American, European, and Korean brands for an extended period. A new player that is well-known globally for high-volume electric vehicles production could expand consumer choice and put a squeeze on rivals.
Subaru is gearing up to introduce a new three-row EV.
The model debuts in New York and will have 420 hp.
Crossover will likely be based on the Toyota Highlander.
The 2027 Nissan Z and Volkswagen Atlas are getting some company as Subaru has announced plans to introduce a new three-row, electric crossover at the New York Auto Show. It debuts on April Fool’s Day, but it’s real and it will pack a 420 hp (313 kW / 426 PS) punch.
Subaru isn’t saying much, but there’s little doubt the model will be yet another badge engineered vehicle shared with Toyota. This will make four of them and the latest should follow in the footsteps of the redesigned Highlander.
While the automaker is playing coy, they released a teaser image revealing a familiar front end that echoes the Solterra, Trailseeker, and Uncharted. Details are hard to make out, but we can see split lighting units and an illuminated logo. They’re joined by a roof rack and a shark fin antenna.
That’s not a lot to go on, but the Highlander has 77- and 95.8 kWh battery packs as well as a choice of front- and all-wheel drive. The former has 221 hp (165 kW / 224 PS), while the latter develops 338 hp (252 kW / 343 PS). These setups enable the crossover to offer ranges of between 270 and 320 miles (435 and 515 km).
We can also expect a NACS port as well as a DC fast charging capability that can take the battery from 10% to 80% in approximately 30 minutes. A dual-level 120V/240V charging cable should also be included as well.
Powertrain aside, we can expect a 12.3-inch digital instrument cluster and a 14-inch infotainment system. They should be accompanied by a six-speaker audio system and a 64-color ambient lighting system.
The 2027 Toyota Highlander lands late this year, so expect the new Subaru to arrive around then as well.
Mazda is reportedly exploring a deeper tie-up with Changan.
The two already share a joint venture, offering the EZ-6 and EZ-60.
It’s reportedly considering a rebadge the Deepal E07 for its lineup.
Mazda isn’t ruling out a possible entry into the super-pickup sphere with a 600 hp (440kW) offering, but there’s a big caveat. If it does move forward, the result would be anything but a traditional Mazda. The idea, at least in its early form, centers on a rapid rebadge of the Deepal E07 transforming truck from China. Picture something closer to a Cybertruck-style ute than anything currently wearing a Mazda badge.
Changan, Deepal’s parent company, already maintains a close working relationship with Mazda. Through their joint venture in China, the Mazda 6e (also known as the EZ-6) sedan is produced by Changan and based on the Deepal L07. The upcoming Mazda CX-6e (EZ-60) SUV will also be manufactured in China.
Another Chinese-Based EV
The timing makes sense. Electric and plug-in hybrid pickups have been garnering more attention in markets like Australia, where buyers are in search of something functional, yet at the same time want something exciting to drive around. The fact that powerful pickups have a great amount of interest has already been shown by other manufacturers, such as BYD with the Shark 6, and the plug-in hybrid Ford Ranger.
While Mazda has made its reputation for efficiency and clever engineering, especially with its Skyactiv technology, they don’t have an in-house developed ute or pickup, with the BT-50 workhouse based on the Isuzu D-Max. It would also do no harm to Mazda’s overall EV lineup, while offering a way to offset CO2 penalties.
But a ute producing about 600 hp (440 kW) would take things in a very different direction. While it’s not a current priority, Hiroshi Ozawa, General Manager of the Changan Mazda Automobile Technical Development Center, won’t rule out the possibility.
“My personal view is that Deepal E07 that pick up, the truck [that] opens up, it’s a very interesting vehicle,” said Ozawa, speaking to Carsales. “I like that kind of vehicle… In Australia I think customers may also like the kind of vehicle.”
Is The E07’s Time Now?
The Deepal E07 hasn’t had much attention outside of China, but it is already available in Australia, as well as other parts of South Asia. To bring you up to speed, it’s not a pickup in the traditional sense. The E07 is dubbed by the brand as a “transformer,” able to operate as both an SUV and a pickup, with a retractable glass portion revealing a bed.
It can be configured in either a single-motor rear-wheel-drive layout or an all-wheel-drive dual-motor version. Both versions are powered by a 90kWh battery, with a claimed range of up to 550km. That top-spec dual-motor AWD version can dispatch 0-100 km/h (0-96 mph) in just 3.9 seconds thanks to its 440 kW (590 hp) output.
At this stage, there’s no official word on whether the E07 will be getting the green light as a Mazda. Still, the fact that the company is openly discussing the potential of super ute shows that it’s thinking outside of its usual boundaries.
Photos Deepal, Deepal Australia, Deepal YouTube
Before yesterdayElectric Vehicles - Latest News | Carscoops
A Tesla owner performed a series of real range tests in his single-motor Model Y.
He drove the same route 30-mile route at 50 mph, 60mph, 70 mph and 80 mph.
Going 80 mph vs 50 mph cut time by 38% but dropped range by same amount.
Speed or efficiency? For as long as there have been cars, drivers have had to weigh up that decision. Going faster means getting from A to B sooner, but is going to burn through more fuel, costing you more money.
And now, in the EV age, there are added pressures. Some electric cars are only good for 250 real-world miles (402 km), and BYD’s new 1,500 kW chargers aren’t here yet, meaning that if you need to stop mid-journey you can easily add 15-30 minutes to your trip, more than wiping out the time you saved by flexing your right ankle.
So what’s the sweet spot? That’s what one Tesla-owning YouTuber behind the Carwire channel decided to find out by conducting a series of test runs in his single-motor, rear-wheel drive Model Y.
He ran the same 30-mile (50 km) looping route along local multi-lane freeways (dual-carriageways in UK-speak) at 50 mph (81 km/h), 60 mph (96 km/h), 70 mph (113 km/h) and 80 mph (129 km/h), noting the Wh/mile efficiency for each trip.
Taking those numbers and assuming a 75 kWh usable battery capacity, he was able to extrapolate realistic freeway-type range figures, plus a hypothetical time for a 200-mile (302 km) journey based on the time taken to complete each loop at the different speeds. While this isn’t exactly super-scientific, it still delivers a useful comparison that highlights the huge effects different speeds have on efficiency and journey time.
The first loop, taken at a steady 50 mph, would result in 200-mile trip in the Model Y taking four hours. But the excellent 224.7 Wh/mi efficiency gives a calculated 333-mile (536 km) range, meaning you’d get to your destination with stacks of charge to spare.
80 MPH Decimates Range
At the other end of the scale, the 80 mph run crashed efficiency to 366.2 Wh/mi, and the range to just 204 miles (328 km). So while technically you could handle the 200-mile journey in one go, and in only 2 hours and 30 minutes, few people would risk not filling up before they hit the finish line.
The sweet spot, as Carwire concludes, seems to be somewhere between 60 and 70 mph. Bumping the speed up to 60 mph cuts a handy 40 minutes off the 50 mph journey time, yet the 300-mile (483 km) range is only 33 miles (53 km) lower.
Pushing the needle up to 70 mph cuts another half hour from the trip, and though the efficiency starts to tumble the 248-mile calculated range would still let you comfortably complete your 200-mile run without charging, or stressing that you probably ought to.
PROS ›› Sleek looks, cheap, efficient, comfortable ride CONS ›› Annoying safety tech, smallish trunk, not fun to drive
The all-electric SUV space has transformed at a remarkable pace in recent years, shifting from niche curiosity to mainstream battleground. Over the past five years in particular, growth has been rapid, driven in no small part by a surge of ambitious entrants from China.
If you’re a Carscoops regular, you’ll no doubt be familiar with all of the new and compelling EVs coming out of the People’s Republic. It’s bad news for those living in the US, as none of them are available, but across Europe, Asia Pacific, and elsewhere, these EVs have forced legacy carmakers to up their game and cut prices, which is great news for consumers.
One of the country’s key players is the Geely Group, which continues to expand the reach of its core brand alongside a portfolio that includes Lotus, Volvo, Polestar, and Zeekr. In markets such as Australia, its most significant new EV is the Geely EX5, aimed squarely at the Tesla Model Y and competing Chinese models like the Xpeng G6 and BYD Sealion 7. It may not turn many heads or deliver an especially engaging drive, but it does tick loads of boxes.
QUICK FACTS
› Model:
2026 Geely EX5 Inspire
› Starting Price:
AU$45,990 ($32,500)
› Dimensions:
181.7 L x 74.8 W x 65.7 in H (4,615 x 1,901 x 1,670 mm)
› Wheelbase:
108.3 in (2,750 mm)
› Curb Weight:
1,765 kg (3,212 lbs)*
› Powertrain:
60.2 kWh battery / single electric motor
› Output:
215 hp (160 kW) / 236 lb-ft (320 Nm)
› 0-62 mph
6.9 seconds*
› Transmission:
Single-speed
› Efficiency:
16.2 kWh/100 km*
› On Sale:
Now
SWIPE
*Manufacturer
Photos Brad Anderson/Carscoops
What Do You Get For Your Money?
Two versions of the Geely EX5 are currently available in Australia – the Complete and the Inspire. Last month, we lived with the flagship Inspire for a week. Prices start at AU$41,990 ($29,600) for the Complete and rise to AU$45,990 ($32,500) for the Inspire, which translates to AU$50,061 ($35,300) when factoring in on-road costs.
Neither the Complete nor the Inspire offers any optional extras. All customers must choose from one of six available paint finishes and two available interior colors.
The EX5 is slightly smaller than a Tesla Model Y and BYD Sealion 7, but it’s also considerably cheaper. The new Model Y Premium Rear-Wheel Drive starts at AU$58,900 ($41,600), a difference of AU$16,910 ($12,000), while the larger Sealion 7 kicks off from AU$54,990 ($38,800). The EX5 also undercuts the Xpeng G6, starting at AU$54,800 ($38,700), and the Leapmotor C10, priced from AU$47,990 ($33,900).
The EX5 is based on Geely’s GEA architecture and features a compact 60.2 kWh lithium-iron phosphate battery pack with a single electric motor driving the front wheels. Both versions deliver the same 160 kW (215 hp) and 320 Nm (236 lb-ft) of torque.
Due to the small battery pack, the 430 km (267 miles) quoted range of the Complete and the 410 km (255 miles) driving range of the Inspire aren’t all that impressive, but the EX5 does promise to be pretty efficient, averaging as low as 15.8 kWh/100 km.
A Sleek Cabin
Photos Brad Anderson/Carscoops
I stepped into my week with the EX5 just after handing back the keys to Geely’s new Starray EM-i plug-in hybrid. From behind the wheel, the two look and almost feel the same, which is certainly no bad thing.
The EX5’s basic dashboard, steering wheel, door panels, and floating center console are all virtually identical to the Starray. While it’d be nice to have a little more differentiation between the two models, I can’t imagine there’ll be any EX5 buyers not completely satisfied with the fit and finish of the cabin.
Perched in the center of the dashboard is a 15.4-inch infotainment display using Geely’s Flyme OS. It’s an excellent system, using a snappy processor and having logical and easy-to-understand menus. I especially liked the ability to customize which functions remained fixed to the taskbar at the base of the screen, such as temperature controls, fan speed, and seat adjustments.
A large 10.2-inch digital cluster is also used. Just like in the Starray EM-i, only the right side of it can be configured to display things like your media and trip functions. The rest of the screen remains unconfigurable.
Our tester had the available black interior finish, and it felt more premium than the price tag would suggest. There are some areas with piano black plastic, including the steering wheel and parts of the door panels, but Geely hasn’t gone overboard with them. Found on the floating center console are climate-control shortcuts and a configurable scroll wheel.
The Good And The Bad
Photos Brad Anderson/Carscoops
Sliding into the driver’s seat for the first time, I was relieved that the faux leather felt very real and was beautifully soft to the touch. However, I was disappointed that, like in the Starray, there is no ability to adjust the lumbar support. This is an odd exclusion, particularly given that Geely has gone to the trouble of fitting ventilated, heated, and massaging front seats.
Speaking of the massage seats, they are superb and remarkably forceful, unlike most other cars in this price range with massage seats.
When launched, the EX5 only included wireless Apple CarPlay, but no Android Auto connectivity. Thankfully, our test car benefited from a software update just before we collected it, adding wireless Android Auto, which worked seamlessly. The Inspire also comes standard with a panoramic sunroof and a solid 16-speaker audio system.
Externally, the EX5 looks quite small, but much to my surprise, there’s plenty of room for adults in the second-row, including plenty of legroom and headroom. However, it seems Geely has robbed some cargo volume to make the rear seats as spacious as they are.
As such, there’s just 302 liters (10.6 cubic feet) of space in the rear, although this does increase to 410 liters (14.5 cubic feet) if you include the generous under-floor storage area. Fold the seats down, and you’re looking at 1,877 liters (66.2 cubic feet), or about 200 liters (7 cubic feet) less than the Starray.
Smooth And Sharp
Photos Brad Anderson/Carscoops
Spend any amount of time behind the wheel of the EX5, and it’s obvious that it feels just as polished as some of the more expensive competition.
As an EV like this should, it’s quiet on the open road, but it does have an especially loud pedestrian warning hum when driving at lower speeds. Figures of 160 kW (215 hp) and 320 Nm (236 lb-ft) are largely par for the course for a vehicle like this, and just so happen to be identical to the recently-launched Hyundai Elexio.
Power feels absolutely adequate. Were this a combustion-powered SUV, it may feel a little underpowered, but as all of the grunt is available the moment you stab the throttle, the EX5 gets going surprisingly well. Indeed, it can hit 100 km/h (62 mph) in 6.9 seconds, which is very respectable. Geely has also done a good job of ironing out any hints of torque steer under hard acceleration.
Efficiency is also good. I averaged 16.2 kWh/100 km during my time with it, a lot better than I recently averaged in the larger and admittedly heavier Hyundai Elexio.
The ride also feels polished and plush, and that’s not something that can be said about many EVs. Given these vehicles have heavy battery packs in the floor, carmakers often give them quite harsh suspension setups. That’s not the case here as the EX5 eases over bumps smoothly and comfortably. Similarly, the steering is light and direct with several different settings to tweak the weighting.
What Could Be Improved?
Photos Brad Anderson/Carscoops
Just like we found in the Starray, most of the frustrations with driving the EX5 can be traced back to overzealous safety systems, like the speed limit warning and the driver monitoring system. In the more expensive Zeekr 7X, also from the Geely Group, these systems can be easily and quickly disengaged by swiping down from the top of the central screen and pressing on the large shortcut settings. Additionally, they stay off, even after you’ve left the car.
Things aren’t so easy in the EX5, as you have to dive into the menu in a process that can take 10-15 seconds. Whenever I would get ready to drive off, I’d have to disable them. It’d be nice to see Geely tap some of Zeekr’s UX engineers on the shoulder for some advice on how to incorporate similar shortcut toggles.
Is the EX5 particularly fun or engaging to drive? No, as it simply doesn’t have the performance or suspension setup to thrill, but it handles well, thanks in large part to the fact that it’s relatively light.
Shortly after we returned the keys to our 2025 model, Geely presented the 2026 EX5 in Australia, complete with a slightly larger 68.39 kWh battery, but retaining the same 160 kW (215 hp) front-mounted motor. In the future, we’d like to see Geely broaden the EX5’s appeal further, perhaps by launching a more powerful all-wheel drive version.
Verdict
As it stands, the Geely EX5 is a very solid choice for those in the market for an all-electric, mid-sized SUV. While it’d be nice for some of the safety systems to be calibrated more accurately, the minor niggles they have aren’t a deal-breaker.
For growing families, the EX5 could prove to be a little too small, so it would be best suited to couples and those with young children. It’s well-priced, reasonably efficient, and comfortable to drive daily. However, even though the model we drove is known as the EX5 Inspired, it felt a little uninspired and isn’t the type of vehicle that tugs at the heartstrings, as is the case with a number of alternatives.
Rivian and Jeep are launching similar electric SUVs this year.
The R2 is cheaper than the Recon and offers far more range.
Both have similar outputs at launch and other versions are coming.
Rivian introduced the highly anticipated R2 last week and a lot of people got sticker shock. While the company had promised a starting price of around $45,000, the launch model costs $57,990.
Price, Performance And Range
That’s significantly more expensive than expected, but it looks like a bargain compared to the 2026 Jeep Recon. It starts at $65,000 and has a 100 kWh battery pack that feeds a dual-motor all-wheel drive system producing 650 hp (485 kW / 659 PS) and 620 lb-ft (840 Nm) of torque. This enables the model to rocket from 0-60 mph (0-96 km/h) in as little as 3.6 seconds and travel up to 230 miles (370 km) on a single charge in Moab trim.
The R2, on the other hand, has an 87.9 kWh battery and a dual-motor all-wheel drive system with 656 hp (489 kW / 665 PS) and 609 lb-ft (825 Nm) of torque. Those numbers are nearly identical to the Jeep and so is the 0–60 mph (0-96 km/h) time of 3.6 seconds.
The models also offer a similar recharging experience as the Recon’s battery goes from 5-80% in around 28 minutes, while the R2 goes from 10-80% in as little as 29 minutes. However, there’s a big difference as the R2 Performance has 330 miles (531 km) of range. That’s 100 miles (161 km) more than the Recon Moab and 80 miles (129 km) more than future versions of the SUV.
Off-Road Chops
Speaking of capability, the Recon Moab has 9.1 inches (231 mm) of ground clearance as well as approach, departure, and breakover angles of 33.8, 33.1, and 23.3 degrees. While the R2 sits higher off the ground at 9.6 inches (244 mm), it offers far less impressive angles of 25, 26, and 20.6 degrees. The Jeep rides on 18-inch wheels wrapped in 33-inch tires, while the Rivian has 21-inch wheels and 32-inch rubber.
Size And Cargo Space
In terms of size, the Recon measures 193.3 inches (4,911 mm) long, 87.4 inches (2,221 mm) wide, and 73.8 inches (1,875 mm) tall with a wheelbase that spans 112.9 inches (2,868 mm). This means it’s 7.4 inches (188 mm) longer than the R2, despite having a 2.7-inch (69 mm) shorter wheelbase.
Despite being smaller, the Rivian has more cargo space thanks to a 5.2 cubic foot (147 liter) frunk and a rear cargo compartment that can hold 79.4 cubic feet (2,248 liters) of luggage. The Recon, on the other hand, has a smaller 3 cubic foot (85 liter) frunk and a boot that holds 65.9 cubic feet (1,866 liters) of gear.
Equipment
While the R2 seems to be wiping the floor with the Recon, Jeep has a few tricks up its sleeve. The most notable is doors, rear quarter glass, and swing gate glass that can be removed without tools. This open air experience can further be enhanced by an optional Sky one-touch power top. That sounds a lot more fun than the R2, which has a drop down rear window and a panoramic glass roof.
Rivian hasn’t said much about the crossover’s cabin, but buyers will find a Black Crater Signature interior with Birch wood trim. They’re joined by 12-way power front seats with heating and ventilation as well as heated rear seats and a heated steering wheel. Other highlights include a nine-speaker premium audio system and a flashlight integrated into the driver’s door.
The Recon’s interior looks a little less glamorous, but it has a 12.3-inch digital instrument cluster and a 14.5-inch infotainment system. They’re joined by Capri leatherette front seats with heating and eight-way power adjustment. Other highlights include a dual-zone automatic climate control system, ambient lighting, a wireless smartphone charger, and an 11-speaker Alpine premium audio system.
Customers will also be able to get a Comfort Package, which includes ventilated front seats, heated rear seats, a digital rearview mirror, and a passenger camera.
With all that being said, which one interests you the most?
New EV sales dropped sharply year over year in Feb, but rose slightly versus Jan.
Used EV demand surged as prices fell and inventory tightened across the market.
Tesla still dominates, though rivals gained ground with strong February showing.
The war in Iran and resulting gas price spike might be making American drivers suddenly more interested in new EVs, but that’s obviously not reflected in February’s sales figures.
Data shows new EV sales came in just under 69,000 units last month, which sounds healthy until you notice that’s down a hefty 27 percent compared to last year. That total still marked a 5.8 percent increase compared to January and represented about 5.8 percent of all new vehicle sales.
There is a silver lining though, and it’s that those people who did buy an EV paid less for it as prices were pushed down across the board, Cox Automotive says.
New EVs averaged around $55,300, dipping slightly from last year and narrowing the price gap with gas cars to its lowest ever. Incentives are doing a lot of work here, now making up more than 14 percent of the average transaction price.
On average, incentives climbed to about $7,870 per vehicle, a clear sign automakers are relying heavily on discounts to keep buyers interested.
Tesla still leads the pack by a mile, shifting around 38,500 units, but even the world’s most famous EV company isn’t immune to gravity. Its share slipped 4 percent month over month as rivals started clawing back some ground.
Chevrolet had a particularly strong month, demand jumping 70 percent versus January, and Hyundai and Toyota also nudged forward, while Ford and Nissan’s performances suffered, as did EV sales overall.
Used Sales Head In The Opposite Direction
Meanwhile, the used EV market is quietly having a moment. Sales jumped nearly 29 percent year over year, with almost 31,000 units finding new homes. That’s not explosive growth, but it does show buyers are warming to second-hand electric cars, especially as prices keep sliding.
That figure also reflects a modest 4.2 percent increase from January, pointing to steady month-over-month momentum.
We’ve already touched on the falling prices of new EVs, but prices for used ones are dropping even faster, and now average just under $35,000. That’s down more than 8 percent year over year, making them far more tempting for budget-minded buyers. In fact, many used EVs now cost less than their gas powered equivalents, which would’ve sounded wild not long ago.
The report also explains that inventory is tightening, especially for used EVs, suggesting demand is finally starting to match supply as the market shifts from the oversupply headaches of recent months. But while Cox Automotive experts didn’t explicitly say that could lead to prices rising, simple supply and demand laws suggest to us they might.
In fact, used EV supply dropped to about 42 days, now slightly exceeding comparable gas vehicle levels for the first time in nearly a year.
The 2027 Mercedes GLA has been spied undergoing testing.
Sports an evolutionary, but more upscale and streamlined design.
Crossover will be offered with hybrid and electric powertrains.
Mercedes is in the process of revamping their entry-level lineup and this has already seen the company introduce the redesigned CLA and GLB. The brand’s most affordable model in America, the GLA, is next in line and spy photographers recently snapped a prototype undergoing cold weather testing.
Dressed in swirly black and white camouflage, the crossover sports a fully enclosed grille that resides above a wide intake. We can also get a glimpse at unique headlights, which will undoubtedly be infused with stars on the production model.
Moving down the sides, we can see streamlined bodywork and flush-mounted door handles. They’re joined by an upward sweeping beltline, a sloping roof, and aerodynamically optimized five-spoke wheels as we’re looking at the fully electric EQ variant.
The rear end sports an evolutionary design, but the license plate recess has been moved from the liftgate to the bumper. We can also see squared off outer taillights with a three-pointed star graphic.
While the interior is heavily disguised, it carries over from the CLA and GLB. As a result, we can expect an optional MBUX Superscreen with a 10.25-inch digital instrument cluster, a 14-inch infotainment system, and a 14-inch front passenger display. They’ll be joined by an MBUX Virtual Assistant with a “living avatar” that takes the form of a Mercedes star.
SHProshots
Powertrain options will also carryover and this means we can expect a GLA 250+ with a rear-mounted motor developing 268 hp (200 kW / 272 PS) and 247 lb-ft (335 Nm) of torque. It should be joined by a GLA 350 4MATIC with a dual-motor all-wheel drive system producing a combined output of 349 hp (260 kW / 354 PS) and 380 lb-ft (515 Nm) of torque. Both versions should have a roughly 85 kWh battery pack and an 800-volt architecture that allows for a DC fast charging capability of up to 320 kW.
The instrument cluster shows the battery has 268 km (167 miles) of range remaining at 55%, but we shouldn’t read too much into that as it implies an overall range of around 487 km (303 miles). However, the CLA offers up to 793 km (493 miles) of range, while the GLB has up to 632 km (393 miles).
Later on, we can expect hybrid variants with a 1.5-liter four-cylinder engine, a 1.3 kWh battery, and an electric motor that is integrated into an eight-speed dual-clutch transmission. In the CLA, this allows for outputs of between 134 hp (100 kW / 136 PS) and 187 hp (140 kW / 190 PS), before accounting for the extra 30 hp (22 kW / 30 PS) contributed by the electric motor.
The i5 will shift onto the Neue Klasse platform next generation.
That move will clearly set it apart from the ICE 5-Series sibling.
Before that, the current 5 and i5 will receive a Neue Klasse facelift.
BMW may have taken a one-size-fits-all approach with the current i5 and 5-Series, but that strategy is already on borrowed time. Looking ahead, the next generation is expected to split the two paths entirely, following the template set by the newer i3 / 3-Series and iX3 / X3, where each powertrain gets its own dedicated platform.
The transition is already underway. BMW has begun rolling out its Neue Klasse era with the all-electric iX3 SUV, and the i3 sedan close behind. It has also officially confirmed that Neue Klasse styling and technology will be applied to as many as 40 new and updated BMW models by 2027.
Joachim Post, BMW’s board member for R&D, explained the company’s thinking in a conversation with Auto Express:
“When we as BMW develop a new technology, we’re making 2.5 million cars a year in a lot of derivatives. What is always important for us is to scale. We are a global player, and we must scale our technology into the whole fleet to get that economy of scale. That gives you a feeling that once we do things, we don’t do it for just one car,” he told the magazine.
Beyond individual components such as electric motors, battery packs, infotainment systems, and ADAS, those comments extend to the EV-focused Neue Klasse architecture. Post suggested that the platform will eventually underpin larger models, including future iterations of the i5 and i7. That would clearly separate them from their combustion-powered 5-Series and 7-Series counterparts, which are expected to continue using the CLAR platform.
The current 5-Series and i5 arrived in 2023 and are expected to receive a facelift in 2027. That timeline points to a full generational replacement toward the end of the decade. A similar pattern applies to the 7-Series and i7, which debuted in 2022 and are now approaching their own mid-cycle update with revised styling and technology.
EV Proportions Shift
By moving away from the constraints of platforms designed around inline-six engines and traditional transmissions, BMW designers gain significantly more flexibility. While a cohesive family identity will likely remain, dedicated EV models will inevitably feature different proportions and packaging compared to their ICE counterparts.
The first clear example will be the next 3-Series, expected to arrive as a heavily updated evolution of the current model. Spy shots already indicate a different dash-to-axle ratio compared to the i3 sedan, even though both share similar visual cues.
Similarly, shifting the next i5 and i7 onto dedicated EV platforms should bring shorter overhangs, longer wheelbases, and more cab-forward silhouettes. The focus here leans heavily toward interior space and aerodynamic efficiency.
BMW, however, appears keen to avoid the rounded, egg-like profiles seen on the Mercedes-Benz EQE and EQS, which struggled to win over buyers. Mercedes itself is now pivoting, with future EVs set to more closely resemble their combustion-engine equivalents.
NHTSA upgrades FSD probe to engineering analysis stage.
Over 3.2 million Tesla vehicles are included in investigation.
FSD may fail to detect vehicles in low visibility conditions
The NHTSA has intensified its scrutiny of Tesla’s Full-Self Driving system, focusing on how it copes when visibility drops. That escalation pushes the probe closer to a potential recall, one that could affect more than 3.2 million vehicles across the United States.
The agency first opened a preliminary evaluation in October 2024 to assess FSD’s ability to detect and respond appropriately in reduced roadway visibility. That probe has now been upgraded to an engineering analysis, which will examine how the vision-only system behaves in adverse conditions and whether it can alert drivers with enough time to react.
According to regulators, Tesla developed and implemented a degradation detection system after transitioning to its camera-based vision setup in mid-2021, abandoning radar and other sensors. The company began working on an update to this system in June 2024, following a report of a fatal crash involving one of its vehicles on November 28, 2023
Rain Is FSD’s Enemy
In its preliminary evaluation, the NHTSA began piecing together how Tesla’s Full Self-Driving system behaves in less-than-ideal conditions. The agency learned from Tesla that FSD’s ability to detect and respond to poor road conditions may have contributed to 3 of the 9 incidents identified by the Office of Defects Investigation (ODI).
In the crashes reviewed, the system failed to recognize common roadway conditions that affected camera visibility and did not issue alerts when camera performance degraded until just before impact.
A subsequent review of Tesla’s responses uncovered other crashes that occurred under similar circumstances. In these cases, the FSD system also lost track or “never detected a lead vehicle in its path.” The NHTSA also notes that Tesla says internal data and labeling limitations have prevented a uniform identification and analysis of crash events with the system engaged, meaning there is a possibility of under-reporting crashes.
The probe covers an estimated 3,203,754 Tesla vehicles, including the 2016-2026 Model S and X, 2017-2026 Model 3, 2020-2026 Model Y, and 2023-2026 Cybertruck models equipped with FSD.
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