The Juke EV shares its platform with the Nissan Ariya and Renault Megane E-Tech.
Nissan will continue selling the outgoing hybrid model alongside this new EV.
The new electric crossover will hit the market in the spring of 2027.
The Nissan Juke has always stood out from the crowd, sporting a unique shape that’s allowed it to remain a solid option despite competition in its segment always increasing. At its Vision event in Japan, Nissan has unveiled the third-generation Juke, and it’s even more striking than we could have predicted.
The new Juke will be sold exclusively as an EV and will be built at the brand’s British site in Sunderland, alongside the Leaf. It’s based on the CMF-EV or AmpR Medium platform used by the likes of the Renault Scenic E-Tech, Alpine A390, and Nissan Ariya, and is scheduled to launch globally in the spring of next year.
Nissan has yet to release final specifications for the Juke, nor has it released any photos of the crossover’s interior. However, it has unveiled the full exterior design, and it looks unlike any other model Nissan sells. In fact, the design is striking enough that it looks more like a concept car than one that’ll be sold to the public.
Concept Looks
The design is dominated by sharp and jagged lines, starting at the front with a large blacked-out grille and intriguing headlights. It’s also been showcased with angular black wheel arches, while much of the body is finished in a bright shade of green. This color really helps to highlight the profile of the Juke, particularly the wild door skins.
As with the outgoing Juke, the handles for the rear doors remain on the C-pillars. Like the front, the rear is bold with intricate LED taillights and a distinctive tailgate.
Like the current Leaf, the new Nissan Leaf EV will support vehicle-to-grid technology. The battery packs will likely mimic those of the Nissan Leaf, meaning it could be offered with 52 kWh and 75 kWh packs. Interestingly, the existing second-generation Juke isn’t going anywhere.
Despite originally planning to replace the old model with this new one, the second and third-gen versions will instead be sold alongside each other. It’s understood that Nissan will update the design of the old model to mimic the new EV.
Mercedes has made some important technical upgrades to the EQS.
Most versions have a larger 122 kWh battery pack with up to 575 miles of range.
Just like Tesla and Lexus, the EQS has been updated with steer-by-wire tech.
Mercedes-Benz isn’t planning a second generation of the EQS, and instead, will sell the future S-Class in both combustion and all-electric guises. Despite this, the brand has just introduced a comprehensive second facelift for the EQS, bringing with it a host of new technologies that may finally convince a small number of shoppers to actually buy the blob.
Four versions have been confirmed at this stage, known as the EQS 400, EQS 450+, EQS 500 4Matic, and EQS 580 4Matic, the latter three of which are all equipped with 800-volt electrical architectures and 122 kWh battery packs that promise improved energy density. The news EQS 400 has a smaller 112 kW pack.
Mercedes has also improved the charging abilities of the EV, as it now supports DC charging of up to 350 kW, meaning 199 miles (320 km) of range can be added in 10 minutes. This has been achieved by implementing software that virtually divides the battery pack into two parts, charging each with 400 volts at up to 175 kW.
In addition to the new battery, Mercedes has incorporated new electric motors for all versions. The base EQS 400 delivers 362 hp (270 kW), while the EQS 500 4Matic ups this to 469 hp (350 kW), and the EQS 580 4Matic delivers 577 hp (430 kW) and 590 lb-ft (800 Nm).
Range figures haven’t been announced for all models, but we know the EQS 450+ has a WLTP-rated range of 575 miles (926 km) with claimed energy consumption of between 15.4 kWh/100 km and 19.3 kWh/100 km. All models are also equipped with a two-speed transmission with the first gear focused on providing quick acceleration and the second kicking in at high speeds to boost efficiency.
Perhaps the most significant change made is the implementation of steer-by-wire technology, as pioneered by Lexus and Tesla. The steering ratio has been set at 4:1 at low speeds, allowing drivers to make low-speed maneuvers without needing to repeatedly cross their hands over the steering wheel.
Even More Tech-Focused Than Before
Speaking of the steering wheel, it has morphed into a Tesla-like yoke – which is bound to be controversial. Crucially, Mercedes will continue offering it with a more traditional wheel and electro-mechanical steering, rather than the fancy steer-by-wire system. In addition to the new system, Mercedes has further developed its air suspension system to improve comfort even further.
Visually, the updated EQS is distinguished from the old model thanks to a revised front fascia with a new blacked-out grille complete with dozens of three-pointed stars, and new headlights with star-shaped DRLs.
With the exception of the yoke wheel, the interior is mostly familiar. With that being said, there’s now Mercedes-Benz’s latest Operating System (MB.OS) and the new MBUX Virtual Assistant. The massive Hyperscreen remains, while found in the new 13.1-inch entertainment screens are found in the second row.
US pricing has yet to be announced, but in Europe, we know prices kick off from €94,403 ($111,000) for the EQS 400, €108,635 ($127,700) for the EQS 450+, €123,285 ($145,000) for the EQS 500 4Matic, and €134,732 ($158,500) for the EQS 580 4Matic.
The Leapmotor T03 urban EV transforms into a pint-sized van.
It offers a 657-liter cargo area and 220 kg payload capacity.
The model will hit dealers this summer, starting at €14,590.
Stellantis is broadening its lineup with a slightly left-field addition, rolling out a last-mile delivery vehicle for Europe through its Leapmotor joint venture, based on the tiny T03. Its compact footprint makes it well suited to the cramped streets of Europe’s city centers, backed by a zero-emission powertrain and pricing pitched to keep fleet buyers interested.
As with most LCV conversions of existing models, the T03 has been reworked into a two-seat van. The rear bench is gone, replaced by a 657 lt (23.2 cubic feet) cargo area. Access comes via the tailgate and rear doors, though the openings are predictably tight.
Payload is less convincing. It is rated at just 220 kg (485 lbs), which limits what it can realistically carry. Then again, this is more about parcels and city drops than shifting bags of cement, so for its intended job, it may be enough.
Inside, it’s better equipped than you’d expect from something pitched at delivery duty. You get an 8-inch digital instrument cluster, a 10.1-inch infotainment touchscreen, and a full suite of ADAS features.
On the outside, the five-door hatchback is unchanged from the standard Leapmotor T03, measuring 3,620 mm (142.5 inches) long. The LCV version sets itself apart with 15-inch steel wheels finished in black, while the color choices are limited to Caribbean Blue, Light White, and Canopy Grey.
Power comes from a single electric motor producing 95 hp (70 kW) and 158 Nm (116.5 lb-ft) of torque, identical to the passenger model. A 37.3 kWh battery delivers up to 256 km (159 miles) of WLTP range, with support for 45 kW DC fast charging.
According to Stellantis, “production finalization” for European markets will take place at the Mirafiori plant in Turin. In reality, that likely means the LCV conversion is handled there, as the Leapmotor T03 itself continues to be built in Jinhua, China, after plans for production at the Tychy plant in Poland were quietly dropped.
Orders for the Leapmotor T03 LCV will open in select EU markets later this month, with the first deliveries expected to land this summer.
Pricing starts at €14,590 ($17,100) excluding VAT, putting it among the most affordable commercial vehicles on sale in Europe. Stellantis is not new to the small EV game either, already offering an LCV version of the even smaller Citroen Ami heavy quadricycle.
Owners say SUVs can suddenly stop charging, starting, or driving.
Lawsuit claims GM knew about the defects before selling the Lyriq.
Plaintiffs allege some vehicles spent weeks or months at dealerships.
For something as expensive and high-tech as the Cadillac Lyriq, buyers probably expect a few software bugs here and there. Maybe a glitchy screen, a frozen app, or a charger that occasionally needs a second try. According to a new lawsuit against General Motors, some owners are dealing with something much worse: SUVs that suddenly become completely unusable.
A proposed class-action lawsuit filed in federal court in Washington claims the Cadillac Lyriq suffers from widespread electrical, software, and battery-management issues that can leave the electric SUV unable to start, charge, or drive. In other words, the lawsuit alleges that some Lyriqs effectively become very expensive driveway ornaments, or, in tech terms, bricks. We doubt owners find much comfort in that, regardless of whatever styling drew them in.
According to the lawsuit seen by Carcomplaints, Washington resident Wendy Cochran and Florida resident Charlene Riddle both say their Lyriqs suffered what’s described as “catastrophic electrical system failure.” Riddle claims GM told her a software fix was required, but that no fix was available at the time. Cochran, meanwhile, says her SUV became unusable, leaving her with lost time, added costs, and a vehicle now worth less than she paid.
Importantly, the filling calls into question failures with the Lyriq’s electrical architecture, battery-management modules, software systems, and vehicle control networks. All of those systems have to constantly work with one another. The plaintiffs point out that if one fails, it can cascade throughout the rest of the system and effectively brick the car.
One important piece of the puzzle is that the lawsuit claims that GM was aware about this issue and put the cars on the market anyway. The lawsuit alleges that the company had access to pre-production testing, engineering reports, warranty claims, dealership repair records, and consumer complaints, all of which pointed to the same issue. Even so, GM allegedly continued marketing the Lyriq as a premium, reliable luxury EV.
At this point, the ball is in GM’s court. It can respond by denying the allegations or, more likely, it could ask the judge to dismiss the case altogether. Generally, the next move comes within three weeks of the initial filing so we should have more news on the case soon.
BYD is developing a rival to the Ford F-150, Ram 1500, and Chevy Silverado.
The “super-sized” truck is a response to strong customer demand in Australia.
Company is also reportedly considering an EV counterpart to the Shark 6.
BYD isn’t content with just taking on the Ford Ranger. China’s most successful automaker is already looking to move up a weight class to challenge the Ford F-150. That next step won’t involve the US market, though, as this larger model is being developed with Australia in mind.
BYD’s first pickup in Australia, the Shark 6, arrived in late 2024 wearing a face that looked more than a little inspired by the F-150. At 5,457 mm (214.8 inches) long, it sits just beyond the typical midsize footprint and comes equipped with a plug-in hybrid powertrain.
The Shark 6 was a runaway success, becoming Australia’s best-selling PHEV truck in 2025 with 18,073 deliveries. For 2026, BYD has doubled down, introducing a Performance trim with a more potent powertrain along with a chassis-cab bodystyle driven by customer demand.
Moving Up to the Heavyweights
However, Australians have been asking for something even bigger. Liu Xueliang, managing director of BYD Asia Pacific, said: “Some customers have requested a full-size Shark 6, similar in size to the Ford F-150. We are on our way to try to get there.”
Word of the program first slipped out in early 2025, when David Smitherman, then CEO of EVDirect, said a full-size BYD pickup was “absolutely in development.” Since then, things have gone quiet on timing, but the working expectation points to a 2027 arrival if everything stays on track.
According to CarExpert, the real pressure isn’t coming from private buyers chasing something bigger. It’s fleet operators, particularly mining companies, that are pushing for a larger, more capable truck with electrification baked in from the start.
In Australia, the full-size segment currently includes the Ford F-150, Ram 1500, Chevrolet Silverado, and Toyota Tundra. With a combined sales of 8,763 units in 2025, full-size trucks are a niche compared to the midsize segment, as the Ford Ranger alone sold 56,555 units becoming Australia’s best-selling vehicle overall for the third consecutive year. Still, the profit margins are significantly higher, which explains BYD’s interest.
Factory right-hand-drive conversions for full-size trucks don’t come cheap, and in Australia they can easily push past AU$150,000 (US$105,800). The F-150 starts from a little over AU$122,000 (US$87,000) in XLT trim climbing to over AU$152,000 (US$108,000) for the Lariat, both with the 3.5L engine. BYD sees an opening here. Build the truck properly from the start in right-hand drive, price it more sensibly, add a tech-heavy cabin and an electrified powertrain, and suddenly those inflated conversion costs start to look like yesterday’s problem.
More BYD Trucks On The Horizon
That move upmarket isn’t happening in isolation. Liu Xueliang has already suggested a fully electric counterpart to the Shark 6 is in development, aimed squarely at industries that no longer want diesel on site. Mining is the obvious target. If it lands as expected, it will go head-to-head with the electric workhorses now lining up, including the Toyota Hilux BEV, the upcoming Isuzu D-Max BEV, and the LDV eTerron 9.
At the other end of the scale, BYD is also sketching out something smaller. A compact pickup is in the works, expected to ride on a unibody platform and use a plug-in hybrid setup. This one isn’t chasing job sites. It’s aimed at buyers who want the look and versatility of a pickup without committing to something oversized or overly serious.
VW admits ID. models missed mark on design, usability and emotional appeal.
New leadership focuses on customers not egos to reshape future EV lineup.
Return of buttons, names and identity aims to reconnect brand with buyers
VW rebounded from the dieselgate scandal determined to do better, but the German brand’s boss has admitted that some of those early efforts landed wide of the mark. Now he’s on a mission to right some ID. wrongs and win back the crowd it drifted away from.
“It was clear to me that we were actually losing our core,” CEO Thomas Schäfer told journalists at the presentation of the heavily facelifted ID.3 Neo. The former Skoda chief, who bagged the top Wolfsburg job in 2022, says the brand had drifted from the VW people knew and loved.
The problems were everywhere once you started looking. Styling that didn’t quite feel right, confusing touch controls, and a naming strategy that ditched familiar badges in favor of cold tech-speak. Turns out customers didn’t love slider controls for basic functions, and they definitely missed the clarity of names like Golf and Tiguan.
Schäfer didn’t just tweak things around the edges. He gathered hundreds of managers, threw every issue on the table, and asked for brutal honesty. “We had to change ourselves, we had to create a new mindset,” Auto Express reports the CEO saying. He recalled how his wider team reacted with relief rather than resistance when he laid out the new plan.
Ask The Customer
Engineering boss Kai Grünitz says the reset goes deeper than pretty design. “We are doing customer clinics a lot,” he explained, signalling a shift away from gut feeling toward actual feedback. That means features get tested by real people before making production, not just approved in boardrooms because the CEO has decided he likes something and engineers don’t feel able to push back.
Exterior styling is getting a rethink, too, following the Schäfer-assisted exodus of Klaus Bischoff, architect of the mostly bland first-generation ID. cars. New creative boss Andy Mindt, who came from Bentley, has pushed for simpler, more timeless shapes, plus interiors that don’t require a tutorial. Physical buttons are coming back, and even door handles are being reconsidered so they actually work when your hands are full.
“We sell emotions, we sell memories,” Grünitz said, summing up the new direction, which is really just about getting back to the old direction. If VW can pull that off again with the help of cars like the new ID. Polo (below), maybe the people’s car maker really can find its groove.
Tesla ends Model S and X run with Signature Edition farewell specials.
Limited versions go to invited buyers only, each priced at $159,420.
They stand out with Garnet Red paint paired with gold accents.
Tesla is preparing to phase out the two EVs that defined its early success, but not without giving them one last push into the spotlight. Just days after reports emerged that remaining Model S and Model X inventory had been hit with $15,000 price hikes, there is a new sting for anyone who paid up. Both models are being sent off with a final, tightly capped Signature Edition, reserved for a small group of buyers who received email invites.
The Model S sedan and Model X SUV have been around since 2012 and 2015, respectively. After a final update in mid-2025, Tesla confirmed in January 2026 that both would leave production later this year, clearing space at the Fremont plant in California for humanoid robot assembly.
While Tesla has not formally announced the send-off, the news surfaced on X through Ryan McCaffrey, host of the Ride the Lightning podcast. Invitations have already gone out, with a private launch event reportedly set for May.
Tesla will build 250 units of the Model S and just 100 units of the Model X Signature Editions. Both are priced at $159,420. Yes, the last three digits are a wink to Musk’s well-known favorite number, a reference rooted in cannabis culture. And yes, it is a ridiculously steep jump, with premiums of $59,430 for the sedan and $54,430 for the SUV over the standard Plaid versions. For what is essentially a farewell package, that is serious money, even by Tesla standards.
Signature Edition Visual Identity
Both models wear an exclusive Garnet Red finish, inspired by the original Model S launch color. It is paired with gold emblems, giving the cars a celebratory tone. Inside, there is a white Alcantara interior, a yoke steering wheel, and Signature branding throughout.
The Model S sits on 21-inch Velarium wheels with gold brake calipers over carbon ceramic brakes. The Model X gets 22-inch Machina wheels.
Tesla has also added a numbered plate on the dashboard, special key fobs, and Plaid puddle lights. Finally, the EVs come standard with a Luxe Package including free lifetime access to Tesla Superchargers and the Full Self-Driving (FSD) system.
Underneath, nothing changes mechanically. Both cars retain the tri-motor Plaid setup, delivering 1,020 hp (760 kW / 1,034 PS) and 1,420 Nm (1,047 lb-ft) of torque. Still absurdly quick, still more than enough, if you can stomach that $60K pill.
Renault has been caught testing a facelifted Megane E-Tech due next year.
New LED headlights and revised taillights are visible on the prototype.
The current model’s 60 kWh battery pack lags behind Renault’s own Scenic.
It’s been four years since Renault made the controversial decision to launch an electric SUV with the Megane nameplate. While the Megane E-Tech has failed to trouble the market’s most popular electric SUVs, Renault isn’t willing to throw in the towel just yet and is readying an update for it.
Pictured here for the first time is a facelifted version of the Megane E-Tech, expected to hit the market next year. Since the launch of the current model, Renault has introduced several other new SUVs, including the Symbioz and Scenic E-Tech, and tweaks to the Megane could make it look a little more like those models.
This heavily camouflaged prototype retains the same overall shape as the existing model, and we can clearly see some changes have been made to the headlights. While the shape of the main headlamps looks familiar, the LED daytime running lights are clearly different, even though we can only see small parts of them.
Updates have also been made to the rear of the Megane E-Tech with new LED taillights visible and what appears to be a tweaked bumper.
New Batteries?
Baldauf
It’s unclear what changes will be made under the skin of the updated Megane E-Tech. Currently, the SUV is offered with 40 kWh and 60 kWh battery packs, both of which are quite small for a vehicle of this size. By comparison, the admittedly-bigger Scenic E-Tech offers a much larger 87 kWh pack, which is more in line with what we’d expect from an SUV like the Megane.
Like the Scenic, the Megane E-Tech is based on the company’s AmpR Medium architecture, also used by vehicles like the Nissan Ariya and Nissan Leaf, which offer 90 kWh and 75 kWh battery packs, respectively.
Given the shared platform, Renault might have the scope to increase the size of the Megane’s battery pack. Recent reports have suggested it could source new batteries from AESC and produced in France. This should help to boost the EV’s driving range, which currently tops out at 454 km (282 miles).
Maserati is testing facelifted prototypes of its Grecale SUV.
Both ICE and Folgore EV versions of the Macan rival spotted.
New bumpers seen in photos but rear, interior look unchanged.
Maserati is having a rough old time, its sales sinking from 51,500 cars in 2017 to a pitiful 7,900 last year across all of its model lines. Porsche was down too, in 2025, but to 279,449 vehicles, and the Macan alone accounted for over 84,000 of them.
But now Porsche has goofed, giving Maserati a chance to boost its own performance with a refreshed version of its Grecale, the Italian firm’s Macan rival. Fresh spy shots show Maserati is working on updates for both the combustion and the Folgore electric variants of its smallest SUV that are likely to be MY27 cars.
So what exactly is this open goal Porsche has gifted Maserati? It’s the end of combustion Macan production. The SUV is already off-sale in mainland Europe due to its failure to comply with European cybersecurity regulations, and though it’s still available in other markets for the time being, production ends this summer.
The Macan Electric EV, which Porsche conceived as taking over from the ICE version altogether, will still be available, but that’s not the one most buyers want. In the first quarter of this year Porsche sold 18,209 Macans of all powertrain types, but only 8,079 of them were EVs. The Stuttgart crew already knows it made a mistake killing off one of its most popular models, and has greenlit a new combustion Macan it never expected to make, but it’s going to be 2028 before its available.
Maserati Needs To Capitalize On Porsche’s Mistake
That presents Maserati – presuming parent company Stellantis doesn’t decide to cut its losses – with a small opportunity to pick up sales for the Grecale, which is still available in both ICE and EV form.
The camouflage on the nose of both the white combustion prototype and gray Folgore EV (above) suggests we can expect some very mild front-end changes, and it looks like the lower bumper shape has changed. We can’t see any tweaks to the headlights or anything at the undisguised rear, but we might see some mods on later prototypes as we closer to the launch.
One shot showing the interior tells us Maserati hasn’t got any big updates planned for the dashboard, whose upper navigation screen and lower climate one are separated by a bank of transmission buttons. We’ve tried the current Grecale and came away impressed with the handling balance and quality, but less enamoured with the lack of physical switches, brake pedal feel and four-cylinder engine noise.
Grecale Already Updated For 2026
We don’t know yet what Maserati has planned under the hood of the facelifted cars, but we wouldn’t be surprised to see improvements to the Folgore’s 550 hp (558 PS / 410 kW) power output. The 275 mile (443 km) EPA range stats could also be bumped though they were already upped by 30 miles (48 km) for 2026 thanks to a new all-wheel drive disconnect function.
Also for 2026 Maserati junked the unloved 2.0-liter four-cylinder from entry-level and mid-spec US-market cars, replacing them with a version of the brand’s 3.0-liter twin-turbo Nettuno V6 making 385 hp (390 PS). The Trofeo halo model has a 523 hp (530 PS) take on the same powertrain.
The Macan’s absence isn’t going to dramatically change Maserati’s fortunes, but if the brand really is to survive it needs to leverage the hell out of the advantage Porsche has given it.
The Nevo Q06 will be sold as an EV and as a range extender.
Changan’s EREV version will use a 1.5-liter four-cylinder with 97 hp.
Sleek headlights and taillights help the new SUV catch the eye.
China’s EV scene isn’t short on low, sleek SUVs, and here’s another one sliding into the mix. Called the Changan Nevo Q06, it lands in roughly the same size and shape territory as the Xiaomi SU7, though this one looks set to come in at a lower price point, with less emphasis on outright performance.
Images published by China’s Ministry of Industry and Information Technology (MIIT) show the SUV shares obvious design similarities to the Nevo A06 sedan. With that in mind, it has a pair of split headlights with a full-width light bar, in addition to a black lower grille section and black air intakes.
Changan has also equipped it with gloss black wheel arches, a roof-mounted LiDAR, and door handles sitting flush with the bodywork. The side profile looks particularly sleek, especially thanks to the flowing shoulder line and bulging rear quarter panels. Found at the rear is a light bar and a color-matched diffuser.
Early details also reveal the Nevo Q06 will come with 14 different wheel designs, a two-tone rear spoiler, optional privacy glass, and a panoramic glass door. The SUV is 4,837 mm (190.4 inches) long, 1,970 mm (77.5 inches) wide, and stands 1,670 mm (65.7 inches) tall with a 2,940 mm (115.7-inch) wheelbase.
A Powertrain For Everyone
Unlike the YU7, which is sold exclusively as an EV, the Nevo Q06 will offer all-electric and range-extender powertrains. Two rear-driven electric models will be available, delivering 282 hp and 302 hp, respectively. Those seeking additional power can opt for a 444 hp dual-motor model that raises the top speed from 200 km/h (124 mph) to 230 km/h (143 mph).
There’s no word on the capacity of the available battery packs, but we know they will be LFP batteries sourced through Changan’s partnership with CATL.
Changan will also sell the Nevo Q06 as a range extender. This model will use a 1.5-liter naturally aspirated four-cylinder engine producing 97 hp, already used by several Deepal models, alongside a pair of electric motors at the rear axle. Details of the battery aren’t known, but it may get an innovative sodium-ion pack like the A06 sedan.
Owners in the Netherlands will soon be able to use Tesla’s FSD system.
The Dutch safety agency will now submit FSD for EU-wide approval.
Tesla’s FSD system was found to outperform other driver assistance systems.
Tesla’s controversial Full Self-Driving system has received the green light for use in the Netherlands, and this could just be the start of its expansion across Europe. The decision comes after more than 18 months of tests and analysis by the RDW, the Dutch vehicle authority.
The most recent version of Tesla’s supervised FSD system “makes a positive contribution to road safety,” the RDW said. Now that it has the agency’s approval, Tesla says it will soon start rolling out the technology across the Netherlands, allowing owners to experience hands-free driving in both urban and highway settings.
Even more important than the system’s approval for use in the Netherlands is that the RDW’s approval means it can be introduced across all European Union member states at a later date.
Before this happens, however, RDW must submit the application for authentication across the entire region, and all member states must vote on it. A majority vote is needed for the system to be approved EU-wide, and even if a majority is not achieved, individual countries can still decide to approve the system, Reuters notes.
Since the approval, Tesla has flooded its X account with videos of the FSD Supervised system being tested in the Netherlands. Importantly, the RDW noted that “a vehicle with FSD Supervised is not self-driving,” pointing out that “the driver remains responsible and must always maintain control.”
“The Tesla driver assistance system supports the driver more than other systems because it takes over multiple driving tasks when it is switched on,” the agency said in a statement. It added that “due to the continuous strict monitoring of the driver in the vehicle, the system is safer than other driver assistance systems,” noting it was tested both on test tracks and on public roads.
If a driver is consistently found to be not fully alert while behind the wheel, the system will trigger various signals to catch their attention. In extreme cases, the system can shut down and temporarily be prevented from switching back on.
Ford has morphed the Explorer EV into a commercial vehicle in Europe.
A fixed bulkhead has been added behind the front seats to boost space.
The Explorer Van is equipped with black steelies sporting yellow lug nuts.
This may look just like a base-level Ford Explorer EV, but thanks to some modifications, the all-electric SUV is now considered a commercial vehicle in Europe and has been rebadged the Explorer Van. While it may look like an undercover police car in America, it’s designed to carry things around, just like a Transit, albeit on a much smaller scale.
What starts out as a regular Explorer EV has been modified by Ford Pro’s Dagenham Conversion Centre in the UK and has been equipped with a permanent bulkhead behind the front seats, meaning it’s now considered a commercial vehicle rather than a passenger car. This offers purchasers important tax advantages and could prove popular among fleet buyers.
Beyond the inclusion of a new bulkhead, the Ford Explorer Van features a flat floor to maximize storage capacity, with several hooks and adjustable dividers. Those seeking even more practicality can order the EV with a Utility Pack, adding frunk storage, a roof rack, seat covers, and rear window mesh.
Ford also offers the stripped-down Explorer Van with a Commercial Pack that includes an amber lightbar, a tailgate work camp, and tailgate beacons, as well as a Welfare Pack with a fire aid kit and an eye washing and hand sanitizer station.
Without a doubt, the most intriguing element of the EV is the simple, blacked-out steel wheels with bright yellow lug nuts. Add some blue and red lights and upgraded bumpers, and you’d have the perfect undercover SUV.
Two different powertrains are on offer. The base model is equipped with a rear-mounted electric motor delivering 282 hp and capable of towing up to 2,204 lbs (1,000 kg). An all-wheel drive version is also offered, complete with 335 hp and an improved 2,645 lbs (1,200 kg) towing rating. The rear-motor version can drive up to 374 miles (602 km) on a single charge, but no range figure has been announced for the dual-motor version just yet.
Ford has morphed the Explorer EV into a commercial vehicle in Europe.
A fixed bulkhead has been added behind the front seats to boost space.
The Explorer Van is equipped with steel black wheels with yellow lug nuts.
This may look just like a base-level Ford Explorer EV, but thanks to some modifications, the all-electric SUV is now considered a commercial vehicle in Europe and has been rebadged the Explorer Van. While it may look like an undercover police car in America, it’s designed to carry things around, just like a Transit, albeit on a much smaller scale.
What starts out as a regular Explorer EV has been modified by Ford Pro’s Dagenham Conversion Centre in the UK and has been equipped with a permanent bulkhead behind the front seats, meaning it’s now considered a commercial vehicle rather than a passenger car. This offers purchasers important tax advantages and could prove popular among fleet buyers.
Beyond the inclusion of a new bulkhead, the Ford Explorer Van features a flat floor to maximize storage capacity, with several hooks and adjustable dividers. Those seeking even more practicality can order the EV with a Utility Pack, adding frunk storage, a roof rack, seat covers, and rear window mesh.
Ford also offers the stripped-down Explorer Van with a Commercial Pack that includes an amber lightbar, a tailgate work camp, and tailgate beacons, as well as a Welfare Pack with a fire aid kit and an eye washing and hand sanitizer station. Without a doubt, the most intriguing element of the EV is the simple, blacked-out steel wheels with bright yellow lug nuts. Add some blue and red lights and upgraded bumpers, and you’d have the perfect undercover SUV.
Two different powertrains are on offer. The base model is equipped with a rear-mounted electric motor delivering 282 hp and capable of towing up to 2,204 lbs (1,000 kg). An all-wheel drive version is also offered, complete with 335 hp and an improved 2,645 lbs (1,200 kg) towing rating. The rear-motor version can drive up to 374 miles (602 km) on a single charge, but no range figure has been announced for the dual-motor version just yet.
Lexus, Subaru, and Toyota top Consumer Reports’ latest reliability rankings.
Tesla climbs sharply, while Mazda tumbles thanks to trouble with new SUVs.
Hybrids keep impressing, but EVs and PHEVs still cause trouble for owners.
If you want a new car that spends more time on your driveway than at the dealer, Consumer Reports has some familiar advice. Stick with the usual suspects, be suspicious of shiny new tech, and maybe don’t volunteer to beta test an automaker’s latest big idea.
At the top of the pile, Toyota grabbed first place with Subaru second and Lexus third. Honda and BMW rounded out the top five. Consumer Reports based the study on survey data covering about 380,000 vehicles, so this is the kind of league table that has credibility, and isn’t just the result of an angry guy yelling into a forum thread about his rogue SUV.
If you’re wondering who had the best transformation, that would be Tesla. It jumped eight places from last year’s study to ninth overall, helped largely by stronger showings from the Model 3 and, in particular, the Model Y. That doesn’t mean everything in Tesla land is suddenly flawless, because the Cybertruck still landed below average, but it does suggest the company is finally getting a better grip on some of the fit, finish, and hardware gremlins that used to follow it around.
Mazda’s PHEV Nightmare
The brand that took the awkward tumble was Mazda, which dropped eight spots to 14th. Older Mazda models still did reasonably well, but the newer, more complicated CX-70 and CX-90, especially in plug-in hybrid form, apparently kept causing trouble.
That’s a classic case of what happens when an automaker gets ambitious with new platforms, new drivetrains, and new tech all at once. Sometimes the engineering team nails it. Sometimes the owners become unwitting, unpaid members of the R&D squad.
Consumer Reports also says hybrids continue to be a safe option for ICE fans looking for better economy. EVs and PHEVs, meanwhile, remain overrepresented among the least reliable models in the survey, especially when they’re brand new or heavily redesigned.
Buick Leads Detroit Brands
There were a few other eyebrow raisers in the rankings. Buick was the highest placed traditional Big Three Detroit brand at eighth, Ford landed 11th, and relative newcomer Rivian brought up the rear, though it’s worth pointing out that Jaguar, Land Rover, Fiat, Alfa Romeo and more were excluded from the study due to a lack of data.
Consumer Reports also found Asian brands still dominate on reliability, Europeans sit in the middle, and domestic brands trail overall, even if Tesla’s jump gave Team America something to celebrate.
And reliability is worth celebrating. No, it’s never going to be sexy, but unless your idea of excitement includes hanging around in waiting rooms and constantly swapping into loaner crossovers, Consumer Reports has a pretty clear message: maybe let somebody else test the cutting edge first.
Chinese brands are outpacing Western automakers on updates.
Legacy manufacturers are struggling to keep up, says report.
Despite this, Chinese marques are struggling to monetize software.
In an era where cars are less mechanical than they are tech showpieces on wheels, your car is becoming more akin to your phone in terms of how its lifecycle is updated. Modern vehicles are packed with screens and features, all governed by software, software that can be updated, refined, and patched with relative ease. According to one report, there’s a company that understands that better than any others.
That company is none other than BYD, the Chinese New Energy Vehicle specialist that continues to make headlines, both good and bad. In this instance, the firm is employing over-the-air (OTA) software updates to increase vehicle performance and the life cycle of its models.
In mid-February, BYD released the fourth OTA update to its Han L sedan, a flagship vehicle of the Dynasty family, which was first unveiled in April 2025. The upgrade will introduce an enhanced driver assistance system, which is end-to-end AI-driven to improve its perception and decision-making in complex driving scenarios.
The new features will take about two hours to install, and owners will be in a position to utilize the new features without going to an automobile dealership.
Chinese Lead In OTA Updates
Chinese manufacturers, such as BYD, seem to be leading in the OTA update sphere. While the concept may have been pioneered by brands such as Tesla, the evidence would suggest that Western manufacturers are lagging.
In the past, vehicles would receive only minor changes, often via facelifts and perhaps even several years after being introduced. OTA technology has broken this pattern and enabled the cycle of continuous improvements to keep vehicles updated throughout their lifetime in a similar manner as smartphones.
BYD leads this change with its active strategy of updates. In 2025, Nikkei Asia reports that the company released about 200 software updates on its Ocean and Dynasty brands. Other brands like Aito, a creation of Huawei Technologies and Seres Group, and startups like Leapmotor have become more prolific when it comes to OTA updates. Tesla, by comparison, only had 16 OTA updates last year. Toyota and VW didn’t fair any better, with eight and five respectively.
Nissan, with its new N7 electric car, however, managed to push out its first update just two months after its launch, unlocking new applications and longer voice recognition capabilities. “OTA updates must be developed even before product launch as part of the car’s lifecycle, in order to keep up,” said Isao Sekiguchi, managing director of Dongfeng Nissan.
There is a catch. The N7 is not a clean-sheet Nissan effort, but a joint project with Dongfeng Motor Corporation, built on the Chinese partner’s eπ 007 platform.
Less Opportunities To Monetize Updates
BYD’s rapid rate may be explained by the vertical integration development model, i.e. in-house design of semiconductors, operating systems, and hardware, designed by BYD. Such control allows the company to update it at a very high speed and efficiently without modifying the user experience.
However, OTA updates have an economic cost. It’s not just the cost incurred in developing and rolling out each update. While the extension of technological relevance of a vehicle may enhance the resale values and decrease the occurrence of complete model redesigns, OTA technology is difficult to commercialize.
In China, updates are generally free of charge, which rules out the opportunity to add to a company’s bottom line. Instead, Tesla-like subscription-based solutions are being considered by the industry. XPeng is mulling over more advanced levels of autonomous driving, particularly Level 4 technology, which could be marketed as an extra service. This would mirror the strategy Tesla already used with its Full Self-Driving subscription in North America.
Average new car transaction price in US climbs to $49,275.
EV prices fall 2.8 % to $54,508 thanks to sales incentives.
Buyers are still choosing big vehicles such as full-size trucks.
Here’s some good news if you’ve been eyeing an EV as a way out of buying expensive gas, but also flinching at the price of making the switch. The gap between electric and gas cars just shrank to its smallest level ever. Okay, so $5,800 is not pocket change, but it’s a whole lot less scary than it used to be, and is the kind of difference you could even out with fuel cost savings if you’re a high mileage driver.
New EV prices dropped 2.8 percent year over year to $54,508, marking their third straight monthly decline, according to fresh data from Cox Automotive’s Kelley Blue Book. That’s not happening by accident, either. Automakers are throwing incentives at buyers like confetti, with EV discounts now averaging 14.6 percent of transaction price.
Meanwhile, gas and hybrid vehicles are holding steady. The industry average transaction (ATP) price landed at $49,275 in March, up 3.5 percent from last year but basically flat compared with February. So while EVs are coming down, ICE models aren’t exactly rushing to meet them halfway.
The annual price gains have now accelerated for four consecutive months. The average MSRP reached $51,456, marking the 12th straight month above $50,000.
New-Vehicle Average Transaction Price
Bigger Is Better
What’s really driving the overall numbers, though, is what Americans are actually buying. Spoiler alert, it’s still big stuff, and its not electric. Full-size pickups are hovering near $66,000, while full-size SUVs are knocking on the door of $80,000.
At the other end of the spectrum, compact cars are barely moving, up just 1.1 percent year over year and still sitting under $28,000. Even with rising prices, they’re losing relevance as buyers keep chasing space, power, and presence.
The brand data adds another layer of intrigue. Porsche buyers clearly didn’t get the memo about tightening American household budgets, with average prices jumping 12.4 percent year over year to $128,447. Cadillac is also riding high with an 11.6 percent increase to $84,139.
Mercedes, Tesla Prices Down
But not everyone’s winning. Mercedes-Benz prices fell 3.4 percent to $75,886, while Tesla dropped 2.6 percent to $53,142, continuing its quiet price-cut campaign to stay competitive.
And then there are incentives across the wider market. They climbed to 7.2 percent of ATP, up from 6.9 percent in February, showing that even as prices stay high, automakers are working harder behind the scenes to keep buyers interested.
BYD will roll out ultra fast chargers in Europe delivering up to 1,500 kW.
Europe gets 3,000 Flash Charging stations within the next 12 months.
Denza EVs and even hybrids will both exploit very short top-up times.
BYD has officially confirmed that its absurdly powerful new charging tech is headed to Europe, which means the phrase “rapid charger” may soon need a slightly more ambitious definition. Across the next 12 months, the company plans 6,000 Flash Charging stations outside China, including 3,000 across Europe.
Europe already has thousands of EV fill-up stations, but these BYD Flash Charge devices don’t just edge past today’s fastest public chargers, they absolutely body-slam them. BYD says the new hardware can deliver up to 1,500 kW, making it comfortably the quickest charging setup announced for Europe so far.
Better yet, this won’t be some members-only club for BYD owners. The chargers are set to use CCS2 connectors and should be open to other brands too. Dealers selling BYD’s posh Denza vehicles will get their own branded versions, while public sites elsewhere will simply wear the Flash name. BYD is also planning to work with existing charging locations rather than starting from scratch every time.
The headline numbers are predictably bonkers. BYD says its newest battery tech can take compatible cars from 10 to 70 percent in five minutes, and from 10 to 97 percent in nine. That’s less charging stop, and more pause for breath.
Denza Leads The Charge
The first big beneficiaries in Europe will be the Denza Z9GT and the D9 DM-i. The Z9GT is the flashy one, a tri-motor, fully-electric shooting brake with a 123 kWh battery and enough shove to hit 62 mph in 2.7 seconds.
The D9 DM-i minivan, meanwhile, proves plug-in hybrids can join the party too. Its 58.5 kWh battery can accept up to 559 kW, allowing the same five-minute run from 10 to 70 percent and nine minutes from 10 to 97. That’s especially handy in a giant seven-seat MPV with 130 miles (209 km) of electric range and a 590-mile (950 km) total figure when the petrol tank is full. In contrast, some PHEVs from other brands still don’t accept DC charging at all.
Of course, BYD isn’t the only one throwing elbows. Earlier this week, Geely claimed its latest chargers and Golden Brick battery tech were even quicker still, because apparently the industry has decided the best way to sell EVs is through stopwatch violence.
BMW Says Non To Charging War
BMW, though, isn’t buying the hype. “You always have to be careful with those kinds of announcements,” the company’s battery production boss Markus Fallböhmer told Car Sales recently, suggesting battery longevity and reliability could be at stake.
“It is possible to optimize one single performance indicator, but you have to make compromises on other sides. We could also increase our charging speed, but then you have to reduce other important factors of a battery.”
BYD
Before yesterdayElectric Vehicles - Latest News | Carscoops
We imagine a sleeker two-door i4 Coupe as an addition to the i3 Sedan.
Sportier chassis tuning and rear-drive bias would sharpen its dynamic character.
Neue Klasse architecture enables quad-motor setups with serious performance.
As electric platforms reshape proportions, design identity is facing a quiet but meaningful test across the industry. BMW has stirred up an online storm of controversy with its latest i3 electric Sedan. Set to complement the petrol-powered 3 Series, its Neue Klasse styling and stance have divided opinion far and wide.
The good news is BMW has confirmed the NA0-coded i3 will get a touring variant to dial back some of the sedan’s less flattering aspects, but a two-door coupe feels like a more natural extension of the range. Curious? Read on as we put pen to pixel and envisage what it might look like.
Let’s address the elephant in the room – styling. BMW has a long history of iconic design, from strong axle-to-dash ratios to twin kidney grilles, the Hofmeister Kink, and balanced proportions. The i3 Sedan, however, rewrites that familiar playbook in ways that feel unfamiliar. Its front-drive proportions still read as athletic, yet the upright stance exudes nervousness.
Our study keeps the better aspects of the i3, but translates it into a more svelte two-door form. We’ve lowered the roofline, elongated the doors, and given it a tighter glasshouse, with better proportions skewed toward visual dynamism rather than rear-seat usability.
The leading edge of the facia now leans forward in a shark-nosed fashion, and the grille’s lighting signature now has three-dimensional depth to avoid the perspective distortion that plagues the sedan’s nose. Out back, we envisage bolder haunches, a ducktail spoiler and slimmer, 3-dimensional OLED taillights.
Digital Drive
The interior of the new BMW i3 sedan.
Inside, the i4 coupe would ideally mirror the sedan’s radical shift in cabin philosophy, and its Panoramic IDrive display stretching across the dashboard. However, we’d ditch much of the touch-sensitive interfaces (including that steering wheel) for physical controls and swap the dash for one that’s more driver-oriented.
Despite its coupe format, a practical 2+2 layout will be central to the deal, and largely retain the same 114.1 in (2,898 mm) wheelbase as its four-door donor car. Chassis tuning would likely skew sportier than the sedan, with adaptive dampers, rear-wheel-drive bias, and near 50:50 weight distribution forming the baseline.
Volts To Velocity
Like the sedan, the i4 coupe uses BMW’s sixth-generation eDrive system, which is built around cylindrical battery cells and an 800-volt electrical architecture. Battery capacity would sit around 75–90 kWh usable, delivering up to approximately 600 km (WLTP) or 440 miles (EPA) depending on configuration.
Output for the dual-motor i4 50 xDrive model could exceed 463 hp (345 kW) and 476 lb-ft (645 Nm) of torque. A thumping i4M variant would amp the pace, with quad motors generating close to 1000 hp, and a rear-drive mode that decouples the front axle.
BMW has not announced plans for an i4 coupe, so its arrival remains speculative. However, with Neue Klasse models forming the backbone of BMW’s next-generation EV strategy, additional bodystyles beyond the i3 sedan and wagon appear inevitable.
Would you love to see the i4 coupe come to life, or rather a straight-six-powered ICE version? Share your thoughts in the comments below.
PROS ›› Great power, extremely spacious, refined CONS ›› Ioniq 9 is more luxurious, expensive, inefficient
Kia’s EV9 arrived in Australia two years ago as the first fully electric SUV with three rows, and it didn’t try to blend in. The styling leaned hard into concept car territory, all sharp edges and presence, and it marked a turning point for the Korean brand as it pushed further upmarket. Locally, it wasn’t just another launch. It felt like a statement piece, and arguably the most important model Kia had put its name on in years.
In the two years since its launch, the segment hasn’t exactly exploded into life. Australia’s three-row EV space is still oddly thin, with only the Volvo EX90 and the sorted Hyundai Ioniq 9 joining the conversation so far. There’s also the looming arrival of the seven-seat Tesla Model Y L, which technically has three rows, in the same way a folding chair technically counts as living room furniture.
The question is, two years on, does the EV9 still hold the same appeal it had when it first launched, or has it been overshadowed by some of the newer competition? We spent a week with the mid-range Kia EV9 Earth to see where it now stands.
QUICK FACTS
› Model:
2026 Kia EV9 Earth
› Starting Price:
AU$119,273 ($84,231)
› Dimensions:
197.2 L x 78 W x 69.1 in H (5,010 x 1,980 x 1,755 mm)
› Wheelbase:
122 in wheelbase (3,100 mm)
› Curb Weight:
2,552 kg (5,626 lbs)
› Powertrain:
Dual electric motors / 99.8 kWh battery
› Output:
380 hp (283 kW) / 516 lb-ft (700 Nm)
› 0-62 mph
6.0 seconds
› Transmission:
Single speed
› Efficiency:
23 kWh/100 km as tested
› On Sale:
Now
SWIPE
Local prices for the EV9 have remained steady since the model’s introduction. While this is a good thing, it still remains pricey. The range starts with the Air, priced from AU$106,404 ($75,100) when factoring in all the on-road costs and fees, while the Earth we lived with kicks off from AU$119,273 ($84,231).
Then there’s the performance-focused GT, set to arrive shortly and expected to start just shy of AU$150,000 ($106,000). At that point, you’re not just shopping for a big electric SUV. You’re making a fairly serious financial statement.
Photos Brad Anderson/Carscoops
There’s a lot to like about the mid-range EV9 Earth on paper. It uses the same powertrain as the GT-Line, meaning there’s a 99.8 kWh battery pack and a pair of electric motors boasting 283 kW (380 hp) and 700 Nm (516 lb-ft) of torque. By comparison, the base model has a smaller 76.1 kWh pack and just a single, rear-mounted electric motor.
Kia quotes a solid driving range of 512 km (318 miles) in the EV9 Earth, the most of any model, as well as a 0-100 km/h (0-62 mph) time of 6.0 seconds. This is down from the GT-Line’s 5.3-second time and likely has to do with some electronic trickery, given it has the same powertrain.
Spacious, Functional, But A Bit Drab Interior
Photos Brad Anderson/Carscoops
Given the large footprint of the EV9, it should come as no surprise that the interior is absolutely vast. It’s a proper seven-seater – or six-seater when configured with the captain’s chairs – yet you quickly get used to the size of it.
Like other EV9 variants, as well as many other Kia EVs, the dashboard is dominated by a 12.3-inch infotainment display, a 5-inch climate control panel, and a 12.3-inch digital gauge cluster.
The implementation of the climate control screen leaves a little to be desired. It’s sandwiched between the two larger displays and is completely blocked by the rim of the steering wheel. Fortunately, Kia has included physical switches for the temperature and fan speed further down on the dash, so I very rarely had to use the screen to make adjustments. Even still, we’d prefer a narrow, horizontal display below the air vents for the climate settings.
Photos Brad Anderson/Carscoops
Just a few months ago, we drove the Hyundai Ioniq 9, a vehicle that shares its underpinnings with the EV9. Australia only gets that model in flagship Calligraphy guise, priced from AU$128,413 ($90,700), and while it’s more expensive than the EV9 Earth, the interior feels far plusher.
This isn’t to say the cabin of the EV9 is a disappointment. In fact, it’s very nice. But, whereas Hyundai has used a host of different colors, materials, and shapes in the Ioniq 9, the cabin of the EV9 is rather drab, offered exclusively with black artificial leather. There are no metal accents, or even faux metal parts, and instead just a bunch of leather (which isn’t particularly soft), small pieces of fabric on the dashboard and door panels, and plenty of black plastic. We’d expect more at this price point.
Functionally, the interior is great. Wireless Apple CarPlay and Android Auto come standard, although the Earth misses out on the head-up display of the GT-Line. It also does without Parking Collision Avoidance Assist – Forward, Kia’s relaxation seats, dual sunroof, rear privacy glass, small cube LED headlights, alloy sport pedals, premium door scuff panels, second-row sun blinds, and a 14-speaker Meridian sound system. Instead, it makes do with an 8-speaker system that’s adequate, but not particularly inspiring.
Photos Brad Anderson/Carscoops
There’s no knocking the space or comfort on offer, however. The front seats are great, as are the ultra-soft headrests. There are also plenty of charging ports, as well as heated and ventilated functions for the front seats.
Similarly, the second-row is incredibly spacious with ample legroom and headroom, even in the middle seat. Thanks to the upright roofline, there’s even plenty of headroom at the rear and slightly more than in the Ioniq 9. Cargo space is also good, with 828 liters (29.2 cubic feet) if the third row is folded down, and 2,318 liters (81.8 cubic feet) if the second- and third-row seats are folded away.
A GT Badge Isn’t Needed For Performance
While the Kia EV9 Earth isn’t marketed as a sporty SUV, unlike the GT-Line and GT models, it certainly has a sporty edge to it.
Unlike the Ioniq 9 Calligraphy, which has more power than all EV9 models bar the flagship GT, the EV9 doesn’t waft down the road quite the same. Instead, it rides noticeably firmer and has a more dynamic edge to it. This isn’t to say it feels like an out-and-out performance car, because it doesn’t, but it’s clear Kia’s engineers were eager to create something that driving enthusiasts like ourselves would appreciate.
It’s very common for big EVs to ride quite firmly – hardly a surprise given how heavy they can be. While the EV9 does lean towards firmness rather than suppleness, even in Earth configuration, it still remains comfortable and soaks up bumps nicely, almost as well as a high-priced European rival.
Photos Brad Anderson/Carscoops
Thanks to the suspension setup, the EV9 handles surprisingly well and offers a tremendous amount of grip given its size. The Nexen tires aren’t the most premium option, given the SUV’s hefty price tag. By comparison, the GT-Line rocks Continental rubber. Kia has done a commendable job of keeping the cabin quiet, eliminating any excessive tire or wind noise, even though the EV9 has a front area like a semi-truck.
The steering has a nice weight, even though it’s largely devoid of feel. Similarly, the brakes have been well-tuned, and there’s no noticeable crossover between the regenerative braking and the mechanical units. Like other Hyundai and Kia EVs, the regen can be adjusted on the fly with the paddle shifters.
Annoyances with the EV9 are few and far between, although the driver monitoring system is a little overactive, beeping and flashing even if you just take your gaze away from the road for a moment, even if that’s just to look in the mirrors. In addition, the multimedia shortcut buttons, incorporated into the dash with haptic buttons similar to what’s found in the Nissan Ariya, are very hard to use on the move.
The EV9’s 800-volt electrical architecture means the battery pack can be charged from 10-80 percent in just 24 minutes, which is impressive given the 99.8 kWh pack is quite sizeable. Yes, there are some Chinese brands that have pushed charging speeds to new levels in recent years, but the EV9 is more than adequate in this department.
In news that won’t surprise you, efficiency leaves a little to be desired. Kia quotes 22.3 kWh/100 km, but we ended up averaging 23 kWh/100 km, and that was driving almost exclusively in the Eco mode, always in one-pedal driving on a mix of urban roads and highways.
Verdict
Photos Brad Anderson/Carscoops
The Kia EV9 has been a relatively strong performer for the brand ever since it was launched. In Australia, 269 examples were sold last year, and while that was down 50 percent from the year prior, it did outsell the Volvo EX90, which shifted 209 units. In the US, sales have been in freefall since the $7,500 federal EV tax credit was scrapped, and in 2025, 15,051 were sold, down from 22,017 the year prior.
Should Kia be panicking? Probably not. The market for all-electric, three-row SUVs will never be huge, and a drop in demand doesn’t mean the EV9 has somehow become less appealing since its introduction. Indeed, it is just as good now as it ever was.
However, not only does it have to deal with competition from within the Kia stable, such as from the Sorento and the Telluride, but shoppers also need to be convinced to buy it over the Hyundai Ioniq 9 which is better, even if it costs a little more. Like so many other EVs, it will likely remain most appealing to those only interested in owning an electric vehicle, not necessarily a spacious seven-seat SUV that provides the best value for money. If you’re still after that, Kia’s hybrid alternatives might be a better option.
Porsche says Chinese brands present an intriguing opportunity for it.
Executives see Chinese EV brands as a pathway to future premium buyers.
Many current buyers are likely focused on value rather than brand prestige.
Surging demand for domestic brands in China has dealt a heavy blow to Porsche, pushing the company to shutter roughly 30 percent of its dealerships as sales have plunged 50 percent since 2022. The slide shows little sign of easing. In the most recent quarter alone, Porsche lost another 21 percent of its market share.
Yet despite the growing pressure from Chinese automakers, the brand insists the trend could work in its favor, at least in select Western markets such as Australia.
While the number of vehicles from China available in Australia continues to increase by the month, the German sports car maker doesn’t face the same level of competition as it does elsewhere. According to Porsche Cars Australia chief executive Daniel Schmollinger, many buyers entering the market through more affordable Chinese models may eventually set their sights higher.
“I wouldn’t call it concern; I wouldn’t call it worried; I look at it as an opportunity,” he told Australia’s Drive. “They’re obviously in a different price range from where we are. I’m actually happy to see these brands being successful here because at one point in time we will see, like after three years, first-time electric in a Chinese brand, people will want what’s next. And what is the next step? Then we are here for them.”
From Chinese To German?
While this certainly seems possible, there’s absolutely no guarantee that those buying an EV from a Chinese company now will be interested in upgrading to a Porsche in the future. Indeed, if they’re after a new EV from China, they’re likely quite budget-conscious and are looking for something that presents good value for money.
If, for example, someone were to buy a 700 hp EV from China for a third of the price of a Porsche, would they really have any interest in upgrading in a few years just for the German badge? Porsche is likely betting that these individuals’ incomes will grow, and as they do, it’s certainly possible they will start looking at more traditionally premium brands.
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