Karma Automotive, which emerged from the remnants of Fisker Automotive, recently ended production of its range-extender Revero and is now turning its attention to a far more ambitious project. In late 2023, the American brand previewed the Kaveya, a hypercar-rivaling electric coupe, and to bring it to life, it’s teaming up with a local solid-state battery manufacturer.

That partner is Factorial, a solid-state battery company with close ties to several global OEMs, including Mercedes-Benz, Hyundai, Kia, and Stellantis. Its technology will form the foundation of Karma’s upcoming electric platform, which will debut in the Kaveya.

Read: Karma Is Moving On Up, Sets Sights On McLaren And Ferrari

Technical specifications for the battery pack are not yet known, but Factorial’s proprietary FEST (Factorial Electrolyte System Technology) solid-state design is engineered for compatibility with current lithium-ion manufacturing lines.

Up to 80 percent of the same production equipment can be reused, which could dramatically cut costs and speed up deployment. For a low-volume manufacturer like Karma, that’s a critical advantage.

Waiting Until the Tech Could Catch Up

Karma president and chief executive Marques McCammon says Karma delayed the launch of the Kaveya last year as it “did not yet see a clear path to fully delivering the uncompromising driving experience that should be expected from an American ultra-luxury vehicle company.”

Thanks to its partnership with Factorial, the company’s solid-state battery will offer better efficiency and a longer driving range compared with traditional lithium-ion batteries. When the Kaveya was first previewed, it was going to use a 120 kWh pack with over 250 miles (402 km) of range. In all likelihood, the new solid-state pack will be smaller and offer more range.

“Launching our first U.S. passenger-vehicle program with Karma is a meaningful milestone for Factorial,” said CEO Siyu Huang. “FEST was built to scale, and this milestone not only highlights the energy and performance solid-state technology can deliver but also underscores the global leadership of U.S. technology innovators. High-performance luxury vehicles require cutting-edge innovation, and this collaboration showcases what’s possible when performance leads.”

Hypercar Performance

Karma has already outlined some of the performance targets for the Kaveya. Dual electric motors will combine for a total output of 1,180 hp and 1,270 lb-ft (1,720 Nm) of torque. That should be enough to get the car from zero to 60 mph (96 km/h) in under 3 seconds, with a projected top speed north of 180 mph (290 km/h)

In Port Washington, Wisconsin, many residents oppose a $15 billion data center campus that’s currently under construction for end-users Oracle and OpenAI. (No Data Centers in Ozaukee County Facebook group)

Big Tech is here in Wisconsin, looking to make Wisconsin families and small businesses pay for data centers. The Wisconsin Public Service Commission (PSC) is about to make a decision that will affect all of us: We Energies has proposed a new rate structure on data centers that, as drafted, favors profits and protections for Big Tech companies and We Energies executives themselves, but putting Wisconsinites at risk to subsidize the costs. Here’s what’s going on and how you can do something about it. 

What’s at stake?

We Energies, the largest and most profitable utility in the state, is preparing to spend $19.3 billion on electric generation due to data center proposals from Microsoft, Oracle, Vantage, and OpenAI.4. This is largely to build new gas plants in order to power the massive energy needs of Big Tech’s data centers. Here’s the problem: If sufficient protections aren’t in place now, the costs of these expensive gas plants may be forced onto families and small businesses, driving up people’s bills to keep the lights on and heat their homes in the winter.

We Energies’ proposals put us at risk for higher utility bills without fully ensuring that Big Tech is paying their fair share. As it currently stands, more expensive data centers likely means higher costs for all of us. Tech companies should be responsible for covering the cost of service needed to power their data centers, including the cost of building out power to service these high energy demands.

In addition to their problematic proposal, We Energies is proposing to add huge volumes of natural gas plants to feed these power-hungry data centers, which are expensive to build and take decades to pay off. These so-called “stranded assets” end up costing us more money for many years down the line, at times even when they are no longer in service. With rapidly changing AI technology, there is a very real risk that Big Tech does not move forward with planned data centers because they’re no longer profitable or needed. In short, data centers create short-term gains for Big Tech and We Energies with long-term consequences for Wisconsinites. 

What’s going on behind Big Tech’s closed doors?

We Energies’ proposal encourages Big Tech to make decisions behind closed doors, without considering Wisconsinites or how their decisions will impact Wisconsin lands, waters and natural resources. We should all be suspicious of this. What’s happening in these meetings that We Energies and Big Tech don’t want us to know about? If Big Tech builds data centers in Wisconsin communities, Wisconsin communities deserve to know what deals are being made with the utilities. 

Transparency and accountability are crucial. Big Tech and utilities like We Energies must make their data center reporting, planning and financials publicly available, so that regulators like the PSC can implement protections and ensure Wisconsinites aren’t being taken advantage of. We deserve to always know how and why our electric and gas bills are being affected.

The time to take action is now.

If We Energies builds new gas plants to power Big Tech’s data centers, all of us will live with greater risks of rising gas and electricity prices as well as environmental impacts to our communities. If Big Tech wants to come into our state and use our state resources, they shouldn’t be putting us in jeopardy, they should be the ones taking on the risks. 

As we prepare for the PSC to make a decision on data centers, we need to make our voices heard to decision makers: Big Tech and We Energies don’t get to decide what’s best for Wisconsin. You have a role to play in shaping the policies that affect you. Attend the virtual public hearing on Feb. 10 or by submitting a comment by Feb. 17.

GET THE MORNING HEADLINES.

SUBSCRIBE

BMW learned a hard lesson in 2022 when it tried to charge a subscription fee for heated seats, prompting swift and widespread backlash. While the company walked that decision back within a year, it’s still firmly committed to the broader idea of subscription-based features.

In the case of the all-new iX3, BMW will ask its customers to subscribe to features such as the 360-degree camera and the Driving Assistant Pro package, which includes hands-free driving on highways and semi-autonomous features for urban settings, much like Tesla’s approach with its own systems nowadays.

Read: BMW iX3 M Coming As A Quad Motor Performance EV

This comes even as BMW concedes that offering heated seats as a subscription option was a mistake, and the fact that all new iX3s will have the hardware for advanced-driving assistance systems and the 360-degree camera.

Other features, such as real-time traffic updates and adaptive suspension, are also sold as subscriptions depending on the market. In Australia, adaptive suspension can be activated after purchase for A$29 (US$20) per month, with a one-month free trial to get drivers acquainted.

Why BMW Still Believes in Subscriptions

“The criticism we got was from the seat heating, so this was probably not the best way to start with it,” BMW head of product communications Alexandra Landers told Australia’s Drive. “However, we decided for the technology, everything is on board, but for the additional other systems, we also have costs for running. You have cloud use, and that is cost.”

“If you use it, we have to pay for it. It’s not everything important [to every customer], but the technology is important [to have in all vehicles], and we still believe in the option offer structure that you do not have to decide from the start if you want this ADAS [safety] system.”

Landers added that having subscriptions can be useful for owners who may change their mind about having a certain feature during their ownership. “For example, if they’re sitting in a traffic jam, and think ‘Oh, maybe I should have bought [ADAS] two years ago’. And then they can, you know, add it online.”

BMW will tie downloadable over-the-air software updates to its subscriptions. For example, as ADAS systems are improved, updates could be introduced to paying subscribers.

Some features, however, will reach certain regions before others. BMW confirmed that semi-autonomous driving functions will first roll out in Germany before expanding to other markets.

Performance Stays Unlocked

That said, BMW has ruled out certain types of paid upgrades entirely. Customers won’t be able to unlock more power or battery range through remote updates, as the automaker believes base vehicles should deliver full performance from the start.

“Because this is the thing we say, you buy a car with maximum power, and we are not a tuner. You just felt that 345 kilowatt (463hp), so why restrict it and then have [customers] pay [more] for it? That didn’t make sense for us as an offer strategy.”

Will Buyers Push Back?

It remains to be seen how customers will respond to the subscription offerings for the latest BMW models, particularly the new iX3. While locking the advanced semi-autonomous driving system behind a paywall isn’t unique in the industry, as Tesla does with its supervised Full-Self Driving suite, requiring a subscription for features like a 360-degree camera, is bound to be controversial.

Concerns over data security are prompting fresh scrutiny of Chinese-made electric vehicles in Europe, and Poland appears to be the latest country preparing to act. Officials there are looking to prohibit these cars from entering sensitive military areas, citing fears they could be used for surveillance.

The move would follow the UK’s recent decision to restrict Chinese EVs from military zones, part of a wider effort to prevent potential access to sensitive information gathered by modern automotive tech like cameras, radars and sensors that are now common on new cars.

Are Vehicles Becoming Spy Tools?

Cars from China, particularly EVs, are becoming an increasingly common sight on European roads, including in Poland. A recent study in the country referred to these vehicles as ‘Smartphones on Wheels,’ noting that onboard technologies enable environmental scanning and can capture sensitive geolocation data, among other capabilities, which can pose a serious safety risk.

Read: Chinese EVs Banned From UK Military Sites Amid Fears They’re Watching Every Move

“Smart cars have enormous data collection capabilities through high-resolution cameras, sensors, and LiDAR systems, which use active 3D mapping technology,” said Paulina Uznańska, author of the study, in comments reported by the Polish news agency PAP. “This creates a very high potential for the use of such vehicles for intelligence analysis purposes.”

Responding to the findings, General Wiesław Kukuła, Chief of the General Staff of the Polish Army, is expected to issue a formal directive soon that would ban Chinese-made vehicles from all military installations across the country. This would also include adjacent parking areas.

The Ministry of National Defense confirmed to national news agency PAP that it is currently drafting a policy to that effect.

Security Policy Tightens

UK lawmakers noted last year that the Chinese government holds legal rights to access data collected by the cameras, sensors, and radar systems in vehicles built with Chinese technology.

Following a similar approach, Poland’s ban is expected to apply not only to models from brands like BYD, MG, Nio, Xpeng, and Aiways, but also to any vehicles equipped with Chinese-made software or sensor components.

Beyond military installations, there is speculation that similar measures could reach other sectors. One industry expert has floated the possibility of extending the restrictions to key infrastructure hubs like airports. That said, such a policy would have to be carefully structured to comply with European competition laws and avoid regulatory backlash

The story of the automobile is never just about a single moment, even when a neat anniversary tempts us to frame it that way. Mercedes is marking 140 years since Carl Benz first putt-putted down the road in his Patent-Motorwagen, often described by the brand as the “world’s first automobile”.

Read: New S-Class Uses 50,000 LEDs To Light Nearly Six Football Fields Ahead

That claim, however, has long been debated in enthusiast circles, including at The Autopian, where Jason Torchinsky recently revisited the subject in detail. Even Mercedes itself acknowledges the history is more nuanced.

The Origins Are Messier Than You Think

On its own website, the company concedes that the automobile did not simply appear in 1886. It recognizes that numerous forerunners existed well before Carl Benz. These range from steam-powered road vehicles to earlier experimental self-moving machines, including Frenchman Nicolas Joseph Cugnot’s three wheeled steam cart from 1769, or possibly 1770, depending on who you ask.

Innovation In Retrospect

Looking at Mercedes’ car no. 1 now, with its huge, spindly wheels, puts that layered history into perspective. It is a vivid reminder of how far the automobile has evolved since Benz’s first outing in 1886, but it also invites a more fundamental question.

Read: Americans Embrace AI Tech In Their Cars But Some Features Drive Them Crazy

With so many ideas, inventions, and refinements accumulating across more than a century of experimentation, which single innovation truly transformed driving the most?

Early breakthroughs were about simply making cars usable. Four wheels brought stability. Steering wheels replaced awkward tillers. Then came the electric starter, which saved drivers from wrestling engines by hand and occasionally breaking bones, transmissions with synchromesh or fully automatic operation. Suddenly cars weren’t just for the brave and mechanically gifted, but for everyone.

Related: Mercedes’ CLE Gets A Facelift, But The Big News Is Under The Hood

Design took its own leap forward as cars stopped looking like horse carriages and started slicing through air. Windshields, enclosed bodies and integrated fenders all radically changed how automobiles looked, even before wind tunnels started to have a major say in the styling process.

From 10 mph to 300 mph

And let’s not forget power and speed. That first car in 1886 had less than 1 hp (1 PS) and was all out of puff at 10 mph (16 kmh). Today, even the most ordinary subcompact makes 100 times as much grunt and is 10 times as fast, while hypercars now punch out 2,000 hp (2,023 PS) and in some cases can top 300 mph (483 kmh).

Those feats would be terrifying with the kind of safety equipment Benz’s Motorwagen had on board. The 1886 original had solid rubber tires and no braking system on any of its three wheels, the only way to slow it down being to tug on a simple hand-operated lever that created friction on the drive belt.

Safety improved relatively quickly, but the major advances in that department have come in the second half of the car’s 140-year life. Seatbelts, crumple zones, airbags, and anti lock brakes quietly saved millions of lives, while air conditioning, power steering, satellite navigation and in-car hifi made those lives behind the wheel more bearable.

Biggest Changes Still to Come

Now we’re living through another turning point. Hybrids, EVs, driver assistance systems, and cars that can steer, brake, and park themselves are redefining what it even means to drive. Mercedes is, appropriately, at the forefront of that change, and will offer Level 4 self-driving on the new S-Class that debuts this year.

Some people see freedom in that kind of tech. Others see the end of real driving. Either way, the car is changing again.

So what gets your vote as the biggest advance to emerge from the car’s long evolution, the one innovation without which modern driving would feel impossible? And which car helped all cars make the biggest leap forward? Jump into the comments and make your case.

As many probably expected, Tesla’s Robotaxi service hasn’t grown the way Elon Musk predicted, and it’s not running as smoothly as the company might have hoped. New data shows that the autonomous cars Tesla is operating in Austin, Texas, are crashing far more often than human drivers.

Read: Tesla’s Model Y Robotaxis Can Squirt Now, But Yours Still Can’t

According to figures submitted to the National Highway Traffic Safety Administration, Tesla’s Robotaxis were involved in nine crashes between July and November of last year. During that period, the fleet logged about 500,000 miles, which works out to an incident roughly every 55,000 miles.

The Numbers Behind the Crashes

That rate might not seem disastrous at first glance. But NHTSA data shows that human drivers report one police-notified crash about every 500,000 miles. Factoring in unreported incidents, estimates suggest a more realistic figure of one crash every 200,000 miles.

Even by that more forgiving measure, humans are still significantly outperforming Tesla’s current autonomous system. Electrek reported this disparity, pointing out the shortfall in Tesla’s safety metrics.

What makes this more concerning is that each robotaxi has a safety monitor riding in the front passenger seat. Even with a human on board to intervene, the vehicles are still getting into more accidents per mile than human drivers typically do alone.

What Isn’t Tesla Saying?

Tesla doesn’t appear to be exactly transparent about these crashes, either. The reports submitted to the NHTSA are heavily redacted, leaving only limited details available.

In one case from September 2025, a robotaxi reportedly “hit an animal at 27 mph,” but there’s no information on how or why it happened. That same month, another vehicle was involved in a collision with a cyclist, though again, the specifics are missing.

Overall, Tesla reported nine crashes involving its Robotaxi fleet in Austin, between July and November 2025, according to incident data uncovered by Electrek in NHTSA’s Standing General Order crash reports:

• November 2025: Right turn collision
• October 2025: Incident at 18 mph
• September 2025: Hit an animal at 27 mph
• September 2025: Collision with cyclist
• September 2025: Rear collision while backing (6 mph)
• September 2025: Hit a fixed object in parking lot
• July 2025: Collision with SUV in construction zone
• July 2025: Hit fixed object, causing minor injury (8 mph)
• July 2025: Right turn collision with SUV

Robotaxi’s Slow Expansion

In July of last year, Musk made the rather absurd claim that Tesla’s Robotaxi service would reach “half of the population of the US” by the end of 2025. It’s now 2026, and the service is still limited to just one city: Austin, Texas.

Tesla has expanded its service to the San Francisco Bay Area in California, but because it doesn’t have a permit to operate fully autonomous vehicles in the state, each Model Y is equipped with a human driver. It’s hardly a Robotaxi service then, but rather simply a ride-hailing taxi service.

That said, Tesla isn’t giving up on the idea. During its Q4 earnings call this week, the company confirmed plans to expand the program into seven new cities, including Dallas, Houston, Phoenix, Miami, Orlando, Tampa, and Las Vegas, all within the first half of the year.

Electric cars make a lot of sense for most people. They’re smooth, quiet, and easy to live with, which is great for getting from A to B without any drama. But if you’re someone who actually enjoys driving, chances are most EVs feel a bit flat. They do the job, sure, but outside of the instant acceleration, there’s not much to get the pulse racing.

Read: The Most Powerful McLaren Yet Shows Its True Colors

Hyundai challenged that norm with the launch of the Ioniq 5 N a couple of years ago, proving that electric power doesn’t have to mean a lifeless drive. Now, other manufacturers are paying attention. Porsche and Lamborghini are among those working on dynamic EV soundtracks designed to inject some drama into the otherwise silent experience.

It turns out McLaren is exploring a similar path, but with its own spin. A recently filed patent hints at a more complex approach to EV acoustics.

EV Sound Gets Smarter

Submitted to the United States Patent and Trademark Office, the filling outlines a system that modulates artificial sound depending on traction and power distribution.

In practice, if the left-side wheels lose grip, the car could direct more torque to the right and, at the same time, shift more sound output to the speakers on that side. The goal seems to be enhancing driver perception by linking sound with how the car is behaving underneath you.

The patent, unearthed by CarBuzz, also describes a setup where sounds can move between the front and rear depending on where power is being delivered. It doesn’t specify what those sounds would actually be, but McLaren could take inspiration from Hyundai’s approach and recreate tones similar to its own combustion models.

Is This Just A Patent Placeholder?

Of course, as with any technology patent, there’s no guarantee McLaren will actually use such a system in any of its future vehicles.

McLaren’s overall EV plans also remain a little murky. For now, the brand has made it clear that combustion engines and hybrid setups are still a priority. The 4.0-liter twin-turbo V8 will be staying in the lineup for the foreseeable future.p CYVN Holdings, a major stakeholder in Nio.

Nick Collins, McLaren’s head of product, shared last year that any future EV would likely target a specific market, China being the most likely candidate. That car could incorporate tech from an existing Chinese EV brand.

It’s worth pointing out here that McLaren is now under the wing of CYVN Holdings, an Abu Dhabi-based investment firm that also holds a significant stake in Nio

Londoners may soon find themselves riding in the front seat of the future, as Waymo prepares to bring its fully autonomous robotaxis to the streets of the UK. The self-driving tech firm has announced plans to launch in London, taking advantage of new regulations that will permit robotaxis to operate in the city starting in the second half of this year.

Waymo’s UK rollout comes even as scrutiny builds back home. This week, the NHTSA opened an investigation after one of the company’s robotaxis struck a child near an elementary school in Santa Monica, California, during drop-off hours.

Read: People Get Paid $24 Just To Walk Up And Shut A Robotaxi Door

London’s Local Transport Minister Lilian Greenwood has confirmed that Waymo, which is owned by Google-parent Alphabet, will launch a pilot service in April, before launching in full as early as September.

To ensure the robotaxis can handle the intricacies of London’s roads, several of its vehicles are already being tested with a safety driver behind the wheel, helping map the city’s streets.

These test vehicles typically operate 24 hours a day, 7 days a week, and are driven in select London boroughs, including Camden, Hackney, Hammersmith and Fulham, Lewisham, Newham, and the City of Westminster.

Data Collection Meets Cybersecurity Requirements

Waymo says it’s currently gathering data across the widest possible range of London streets, using the advanced cameras, lidar, and radar fitted to the Jaguar I-Pace models.

Read: Waymo’s New “Ojaj” Robotaxi Crashed Into Parked Cars, But It Wasn’t Driving Itself

In a statement to the BBC, Minister Greenwood emphasized that all Waymo robotaxis will be subject to strict safety criteria before they’re allowed on the road. This includes resilience against cyber attacks and secure software protocols to protect against hacking.

Once the vehicles have sufficiently mapped London’s roads and meet all regulatory standards, users will be able to request a ride through the Waymo app. The service is expected to carry a “premium” price point, with fares adjusted upward during periods of high demand, though exact pricing has not yet been announced.

Growing Competition

Waymo isn’t the only company eyeing the capital. Both Uber and Lyft have expressed interest in launching robotaxi services in London once the legal framework allows. With regulators clearing a path for autonomous vehicles, the city is shaping up to be a key battleground for the next phase of ride-hailing innovation.

Ford may be pulling back on its EV spending, but it isn’t walking away from electrification. Instead, the company may be taking a different approach, and that path could lead through China. Specifically, Ford is reportedly in early talks with BYD, the Chinese automaker that recently overtook Tesla as the world’s top EV producer, to source batteries for its next hybrid models.

According to a report from the Wall Street Journal citing sources familiar with the discussions, nothing is finalized, and a deal may not materialize. But if it does, one idea under consideration is for Ford to begin importing BYD batteries for use in its factories outside the United States.

Read: Hold Your Horses, Ford Might Be Working On A Hybrid Pony Car

In response to the report, Ford didn’t confirm or deny the potential partnership. “We talk to lots of companies about many things,” the company told the newspaper. That kind of non-denial tends to say a lot without saying much at all.

BYD, while primarily known for its battery manufacturing in China, has been expanding its footprint globally, building production capacity in Brazil, Europe, and Southeast Asia.

Why BYD Might Be the Answer

The timing of these talks aligns with a major pivot inside Ford. The company recently took a $19.5 billion write-down after scaling back several electric vehicle initiatives, including high-profile battery joint ventures with South Korean firms SK On and LG Energy Solution. Alongside a renewed emphasis on internal combustion models, Ford plans to grow its hybrid lineup, an area where BYD already excels.

The Chinese company is one of the world’s largest producers of hybrid vehicles and battery packs for cars. Instead of launching new factories or reviving shelved partnerships, Ford might simply buy batteries directly, streamlining its supply chain as it targets a goal of having hybrids, plug-in hybrids, and EVs make up half of its global sales by 2030.

Will Washington Push Back on a BYD Deal?

Any such deal is unlikely to go over well with the Trump administration. Shortly after reports surfaced that Ford was speaking with BYD, top Trump trade advisor Peter Navarro hit out at the plan.

“So Ford wants to simultaneously prop up a Chinese competitor’s supply chain and make it more vulnerable to that same supply chain extortion?,” he wrote on X. “What could go wrong here?”

Meanwhile, Donald Trump took a different tack. Speaking to reporters in Detroit, the president said he welcomed foreign firms, including those from China and Japan, setting up shop in the States, as long as they employed American workers.

“You know, those tariffs are keeping the foreign autoworkers. Now, if they want to come in and build the plant and hire you and hire your friends and your neighbors, that’s great. I love that,” said Trump. ” Let China come in. Let Japan come in. They are. And they’ll be building plants, but they’re using our labor.

The era of all-electric performance cars from BMW M is nearly upon us. For years, the brand has been feverishly developing its next generation of cars and has confirmed that the first of these new models, the electric M3, will debut in 2027.

BMW isn’t officially calling the prototype shown here the Electric M3, or even the i3 M, though both names might seem like logical picks. If we had to guess, the latter feels like the more likely direction.

What Powers the Neue Klasse M?

At the center of all future electric models from BMW M, starting with the M3, will be an innovative powertrain based on the sixth-generation technologies found across the standard Neue Klasse family. At the front axle, there will be two motors, while at the rear, there will be a further two motors, each of which drives a single rear wheel.

Read: BMW’s Electric M3 Might Be Silent, But It’s Built To Make You Scream

BMW isn’t yet ready to reveal how much power its quad-motor system will produce, but don’t be surprised if future EV Neue Klasse models have four-digit horsepower ratings.

The motors are arranged in parallel, delivering power to one gearbox per wheel. Each of the two drive units also incorporates an inverter. The motors also allow for the precise control of power and torque at each wheel, creating what BMW says is a driving experience “that has never been achieved before.”

Supplying the motors will be a 100 kWh battery pack using BMW’s latest cylindrical cells. Driving ranges will obviously vary depending on the model, but the brand notes the pack has been designed to withstand the rigors of racetrack use. To offset some of the hefty weight of the electric powertrain, these electric M models will include lightweight natural fiber components.

Rear-Drive When You Want It

In news that will no doubt please hardcore driving enthusiasts, M says the front axle can be fully decoupled, turning its models into rear-wheel-drive beasts. Switching into RWD will also improve efficiency and boost driving range, so you can save the planet and spin up the wheels at the same time.

Channeling Hyundai’s Playbook

This isn’t where the driver-focused features will end. Much like the Hyundai Ioniq 5 N, electric M Neue Klasse models, like the M3 EV, will include simulated gear shifts and a special soundscape, aiming to add some emotion into the EVs, which are often void of excitement.

The ’Heart of Joy’ high-performance control unit will control all driving-related processes, like control of the wheels and the steering, operating alongside four high-performance computers. To put it simply, M’s Neue Klasse models will be tech fests aiming to put the driver at the center of the experience.

Negative YouTube reviews of cars have earned a certain reputation over the years. Some are so brutal they’re blamed, rightly or not, for helping to sink entire automakers, like the high-profile case of Fisker about a year ago. This time, though, a critical video sparked something different. A public takedown led not to fallout, but to potential fixes, and not just for one frustrated owner.

Jason Fenske of Engineering Explained leased a Lucid Air, ended up having issues with it, and has now been in direct contact with the brand. The result is going to benefit countless Lucid owners in the future.

A Critical Eye Meets a Willing Ear

When Jason Fenske published a blunt video detailing his disappointment with a newly leased Lucid Air Touring, it wasn’t a rage-bait takedown or a viral stunt. It was a long, technical breakdown of how a mechanically brilliant EV was being kneecapped by frustrating software, clumsy UX decisions, and some puzzling hardware quirks.

Read: Lucid Promised Luxury But All This Owner Got Was Regret And Nightmares

Rather than simply ignoring it and continuing on with its plans, the EV maker reached out. According to Fenske, what followed was a constructive discussion with engineers and even the SVP of engineering, Imad Dlala.

Evidently, the team at Lucid provided insider details and previews of upcoming changes. That’s where this story really takes its biggest turn. Lucid owners have a lot to look forward to if Fenske’s information proves reliable.

Lucid Plots a UX Overhaul

The biggest news is software. Lucid confirmed it’s actively improving phone-as-key reliability, door handle behavior, mirror positioning in reverse, percentage-versus-miles range inconsistencies, and Tesla Supercharger Plug & Charge support.

More significantly, a full UX 3.0 overhaul is planned for early fall 2026, bringing multitasking, faster profile switching, improved CarPlay stability, better voice commands, and a more intuitive interface. Owners with newer hardware, or those willing to pay to upgrade, will get access.

Lucid also confirmed vehicle-to-home power capability is coming in the first half of 2026, promising up to 17 kW peak output without requiring a separate home inverter, an area where Lucid’s hardware advantages could genuinely shine.

Fenske estimates that his Lucid could power his home for four days if they lost power, and that’s without changing any of the behavior his family is accustomed to.

Not All Feedback Gets a Reply

At the same time, he remains cautious, and rightly so. Promises aren’t fixes, and the Lucid Air still struggles with daily usability today. But admitting problems, engaging with informed criticism, and outlining concrete changes is more than many automakers manage.

In addition, this isn’t how most customers get treated. Fenske runs Engineering Explained, has a massive audience, and speaks the same technical language as Lucid’s engineering team. That context matters. Still, what Lucid outlined is meaningful. Especially for current and future owners.

Screenshot Jason Fenske

Update: Volvo continues to tease the upcoming EX60, releasing new photos that include our first, albeit obstructed, view of the interior, along with fresh details about the tech it will carry. Chief among them is the integration of Google’s Gemini AI assistant.

Taking center stage in what appears to be a clean, minimalist dashboard is a tall portrait-style infotainment screen. Below it, there’s what seems to be a physical scroll knob, possibly flanked by tactile controls on the lower console, though the blurred image makes it hard to say for sure.

AI That Talks Back

However, Volvo says the interface won’t rely solely on taps and swipes. The EX60 will be its first model to launch with Gemini, which lets drivers speak naturally, without needing to memorize set phrases or divert attention to screens.

“Drivers can ask Gemini to find a hotel booking address in their email, check if a recently bought item fits in their EX60 trunk, or brainstorm ideas for an upcoming road trip,” Volvo says.

Also: VW Brings Back Physical Buttons After Admitting Touchscreens Are A Disaster

Gemini is directly integrated into Volvo’s newly named HuginCore system, an in-house platform combining proprietary software with technologies from Google, NVIDIA, and Qualcomm.

Powering it all is next-generation hardware, including Qualcomm’s Snapdragon Cockpit and Auto Connectivity platforms, along with NVIDIA’s DRIVE AGX Orin chip, giving the EX60 the highest processing capacity of any Volvo to date.

And, as with most modern cars, Volvo says the EX60 will continue to evolve long after it leaves the showroom, thanks to over-the-air updates and ongoing Gemini development.

Original story continues below.

Volvo’s about to drop a crucial new electric car, and it looks like it’s bringing receipts. The EX60 launches later this month but a teaser this week revealed range figures that none of its BMW, Mercedes and Tesla rivals can match, and a hint that it might come with seating for seven.

We’ll have to wait until the debut on January 21 to get the full breakdown of what’s under the EX60’s skin, but the fact that the EX90’s little brother is rated at 503 WLTP miles (810 km) of electric range is enough to generate headlines.

Related: He Built The Volvo You Remember, Now He Has To Fix What It Became

For context, BMW’s brand new iX3 has up to 500-miles (805 km) rating, and the GLC 400 with EQ Technology that debuted at the same Munich Auto Show last September is only good for 443 miles (713 km), Mercedes says. Tesla’s most touring-focused Model Y can’t even crack 400 miles (644 km).

Fast Charging

Volvo also says you won’t have to spend too much time hanging around charging stations when you do eventually need a top-up. Thanks to its 800-volt electrics the EX60 can add 211 miles (340 km) of range in as little as 10 minutes. You also get a 10-year warranty on the battery.

We’ve already had a sneak look at the rear and profile of the EX60 in previous teasers, and along with revealing the electric range, Volvo has now given us a look at the front. The brand’s trademark Thor hammer DRLs are present, made up of segmented LEDs, and we can also make up a pair of ADAS sensors mounted below each door mirror.

Reinventing the Seatbelt

The EX60 is the first Volvo to ride on the company’s SPA3 platform, an upgrade of the earlier SPA2 architecture that underpins models like the EX90. It’ll also be the first of the brand’s cars to get Volvo’s new adaptive seatbelt, which uses sensors to work out the height, weight and shape of a passenger before deciding how much belt force they need in a crash.

Seating for Seven

And unlike its BMW iX3 and Mercedes GLC rivals, which are strictly two-row affairs, it looks like the EX60 could have a small third row of seats stashed under the trunk floor. Though Volvo hasn’t mentioned anything about seven seats, in the image of the trunk it definitely looks like there are two seats folded away.

The picture of the body-in-white also shows mountings for a 50:50 split third-row, and the impression we get is there would still be enough space for a few shopping bags even if the seats were in use. We’ll find out more on January 21.

Volvo

Getting paid to shut a car door might sound like the setup for a joke, but in parts of Los Angeles, it’s become a legitimate line of work. As autonomous vehicles increasingly take to the streets, a small but growing number of local towing companies have found themselves serving as on-call assistants to robotaxis with limited physical capabilities.

Read: What Happened When Robotaxis Met A Citywide Blackout Is A Little Scary

For as much as $24 a pop, these companies are paid to close car doors left ajar by distracted passengers exiting Waymo’s self-driving vehicles. If the situation is more complicated, such as a car stranded mid-route, they can earn between $60 and $80 for helping get the vehicle moving again.

What Happens When Tech Forgets the Basics

A recent report highlights how tow truck drivers are now using an app called Honk, which contracts with Waymo’s autonomous EV fleet in the Los Angeles area.

If a rider exits without properly closing the door, the car won’t budge. It simply waits, parked awkwardly in the street, until someone shows up to finish the job. That someone often arrives thanks to a notification from Honk.

According to Cesar Marenco, owner of Milagro Towing in Inglewood, California, who spoke with The Washington Post, he handles around three jobs per week for Waymo through the Honk app, usually to shut a door or tow a vehicle that’s run out of charge.

It’s not exactly a money-maker. JKK Towing owner Evangelica Cuevas says that the Honk app doesn’t always provide them with the precise location of a vehicle, meaning they may have to walk around for up to an hour just to locate it.

When factoring in the fuel costs, receiving between $22 and $24 to close a door, or up to $80 to tow a vehicle, doesn’t always make it profitable.

The Cost of Chasing Robotaxis

Earlier this month, several of Waymo’s robotaxis stopped after a power outage at traffic lights throughout San Francisco. Several tow companies were alerted to the disruption. Not everyone believes the rates offered by Waymo are fair.

Jesus Ajuiñiga, manager of Alpha Towing and Recovery in San Francisco, told The Washington Post that he’s turned down Waymo calls. The rates, he says, don’t come close to the $250 he normally charges to tow an all-wheel-drive vehicle. And for some, that’s just too steep a compromise.

Things could start to change. Whereas the Jaguar I-Pace models primarily used by Waymo need their doors to be manually shut, the new robotaxis built by China’s Zeekr that Waymo is currently testing, have sliding doors like a minivan, meaning they can be opened and closed automatically.

It’s not often that a legacy carmaker attempts a reinvention as complete as the one Jaguar is now pursuing. Long seen as struggling to match Germany’s premium heavyweights like BMW and Audi, the British brand has decided to shift course entirely.

Rather than chasing premium volume, Jaguar now aims to sell fewer vehicles at significantly higher prices, offering a tighter lineup of upscale electric cars. The first product of this rebooted identity is due next year.

Read: Jaguar Rolls Out Its Future In A New Color Right After Firing The Man Behind It

Previewed by last year’s radical Type 00 Concept, this new model will be a low-slung, four-door fastback powered by three electric motors and producing around 1,000 hp. It’ll be unlike any other Jaguar from recent years and that’s exactly what Jaguar wants.

What’s the Strategy?

In an interview with Top Gear, Jaguar’s managing director Rawdon Glover acknowledged the current model wasn’t working. Competing head-to-head with Audi, BMW, and Mercedes-Benz in the so-called volume premium segment “didn’t work commercially,” he said.

Instead, Jaguar will now follow an approach closer to what Range Rover has done, with fewer models, each positioned higher up the market.

Also: JLR Denies Firing Gerry McGovern, But Won’t Say If He’s Still Employed Either

“In UK numbers, our average transaction price used to be about £55,000 (about $73,000 at current exchange rates),” Glover told TG. “This will be more than double that, so the centre of gravity in the UK would be about £120,000 ($160,000),” adding the launch edition of the road-going Type 00 will start at “£140,000 ($187,000).”

Jaguar notes that by pricing its vehicles in the mid-£100,000s, it’ll be able to carve out a space of the market above what the volume brands from Germany offer, but below ultra-luxury brands like Bentley, Rolls-Royce, and Lamborghini, which sell vehicles closer to £300,000 ($400,000).

During the same interview, Glover added that “the days of seven or eight models [in Jaguar’s line-up] are gone,” noting we should “expect a condensed range, all around similar price points.”

The change will come with a leaner product catalog. “The days of seven or eight models [in Jaguar’s line-up] are gone,” Glover said. He added that Buyers should expect a much more focused range, with models clustered at “similar price points”.

Inside Jaguar’s Flagship EV

SHproshots

The first model in this new era will also be Jaguar’s most important. While its design is expected to spark debate, early feedback suggests the brand is working on a genuinely refined electric vehicle.

Several UK publications have already experienced it from the passenger seat. Autocar, among them, noted that the prototype rides better than any EV currently on the market.

Underpinning the vehicle is the new Jaguar Electric Architecture and a battery pack estimated to have a capacity of around 120 kWh. There are then three electric motors, two at the rear axle and one at the front, combing to produce roughly 1000 hp. Of that total, 30 percent is directed to the front wheels, with the remaining 70 percent going to the rear.

Then there’s the trick suspension. All four corners feature three-chamber air suspension, which, according to reports, delivers a level of ride quality that surpasses even the most opulent Range Rovers in the JLR stable.

Bad Timing?

Still, the timing of all this raises questions. With the crucial American market going cold on EV adoption and Europe reconsidering the timeline for internal combustion phase-outs, Jaguar’s all-in electric pivot seems like a high-stakes bet.

Unless, of course, the real aim is elsewhere. China remains bullish on premium EVs, and for a brand like Jaguar, finding success there might be the difference between a daring reinvention and a costly miscalculation.

Sources: Top Gear, Autocar

Compared to some of the battery juggernauts in China and South Korea, Rimac Technology is still a relatively small player. But that hasn’t stopped it from pursuing next-generation EV tech and among its most ambitious efforts is a solid-state battery project that could power a future Bugatti model due within the next five years.

Read: Rimac Wants To Buy Porsche Out Of Bugatti

Rimac Technology became a standalone engineering firm in 2022, spun off from the Croatian carmaker to focus on supplying electric components to third-party manufacturers.

Behind the Battery Development

According to chief operating officer Nurdin Pitarevic, the company is now working with composite material specialists from Mitsubishi and solid-state cell developer ProLogium to bring its new battery to life.

The prototype battery in question is a 100 kWh pack that weighs 30 kg (66 lbs) less than a typical equivalent. Rimac says it delivers 20 to 30 percent more energy density than traditional batteries, with the long-term goal of reaching price parity with conventional NMC cells by 2035.

Speaking with Autocar, Pitarevic revealed that testing of the new batteries will start soon and hinted at them being used in a mid-volume production model from Bugatti in 2030.

Details about the new Bugatti model are few and far between, but it would likely be the company’s long-awaited car to sit alongside the Tourbillon, rather than a special version of that V16-powered monster.

Rimac’s e-Axles

It’s not just advanced batteries that Rimac Technology is developing. New e-axles that combine electric motors, gearboxes, and electronics into a single package are also in the works, being flexible enough to be used for front-, rear-, and all-wheel-drive models.

They can also be specced to deliver between 200 hp and 470 hp, making them suitable for a broad range of performance models. Porsche and BMW are among the automakers currently sourcing e-axles from Rimac.

A Saudi startup called Ceer, developed in partnership with Foxconn Technology Group, is also on board. Ceer’s upcoming SUV will feature a Rimac rear e-axle with output comparable to the 1,288 horsepower rear motor in the Rimac Nevera, yet the unit weighs only 132 kg (291 lbs), a full 66 kg (145 lbs) lighter than the Nevera’s setup.

Rimac is also working on a smaller e-axle, weighing just 48 kg (106 lbs), with a projected output of 500 horsepower.

Source: Autocar

Self-driving cars are supposed to eliminate traffic jams, human error, and awkward you-turn-or-mine eye contact at four-way stops. But last weekend, three Waymo robotaxis in San Francisco proved that even artificial intelligence can panic when faced with a bad decision and no escape route.

The scene unfolded on a hilly residential street in North Beach, where a TikTok video captured what can only be described as a low-speed robot showdown. Two Waymo Jaguar I-Pace SUVs ended up nose-to-side at an intersection that also happened to be a dead end.

A third Waymo arrived moments later, assessed the situation like a confused NPC, and came to a complete stop, effectively sealing the street shut.

Related: Waymo Robotaxi Rolls Through LAPD Crime Scene As Suspect Is Held At Gunpoint

Bystanders watched from the sidewalks as the cars sat motionless, their sensors apparently locked in an eternal debate about who should move first.

One resident trying to leave the area summed it up best by asking whether the cars were “just going to stay there forever.” For a few long minutes, that seemed like a real possibility.

Autonomous paralysis

According to an ABC7News report, the two robotaxis may have lightly contacted each other while one attempted a turn on the tight street. The third vehicle, doing what it was programmed to do, detected an obstruction and politely waited.

Unfortunately, polite waiting does not help much when everyone involved is a robot and no one will make a move.

Eventually, a Waymo employee arrived to manually intervene and restore order, proving once again that the most reliable fail-safe in autonomous driving is still a human with the ability to hook reverse and take a look over his shoulder.

Waymo expansion

To be fair to Waymo, the company remains the poster child for functional robotaxis. Its vehicles log millions of miles in San Francisco, Los Angeles, and Phoenix, mostly without fault, and are now venturing onto freeways. The company recently launched in Miami and plans to add services in Dallas, Houston, San Antonia, and Orlando.

Those cities can expect to experience their own Waymo glitches in time because moments like this are a reminder that self-driving cars excel at following rules, but struggle with edge cases that humans solve instinctively.

Lead image chii_rinna

Four years after first showing its Mobile Eccentric Droid (MobED) concept, Hyundai’s Robotics LAB has now revealed the production version in Tokyo, Japan. The debut marks an important step in the company’s expansion into advanced robotics.

The compact platform has been engineered to be fully autonomous and uses advanced artificial intelligence that allows it to cruise over different surfaces and provide incredible adaptability for different use cases.

How Does It Move?

Central to MobED’s capability is its Eccentric Control Mechanism, a clever system that lets the robot adjust its posture and each wheel individually. The result is an uncanny steadiness, even when crossing inclined or uneven terrain.

Read: Like All Eccentrics, Hyundai’s New Mobile Eccentric Droid May Be Going Into The Film Business

For spatial awareness, Hyundai equipped the platform with a suite of advanced cameras and LiDAR sensors. An AI-driven obstacle detection system adds another layer of awareness, helping the robot navigate confined or crowded spaces without missing a beat.

Hyundai envisions it taking on various roles, from last-mile deliveries to logistics support, with minimal human intervention.

Two Flavors Of Droid

Hyundai has revealed two versions of the robot: the Basic and the Pro. The Basic measures 1,150 mm (45.2 inches) in length, 750 mm (29.5 inches) in width, and 430 mm (16.9 inches) in height. It weighs 78 kg (172 lbs) and can carry up to 57 kg (125 lbs).

The Pro variant stands a little taller at 650 mm (25.5 inches) and heavier at 88 kg (194 lbs), though its payload capacity drops slightly to 47 kg (104 lbs).

Where they diverge most is autonomy. The Pro comes equipped with Hyundai’s full self-driving system, while the Basic relies on manual operation via remote control.

What Keeps It Rolling?

Powering both versions is a small 1.47 kWh battery that provides up to 4 hours of operating time. However, compared to some of Hyundai’s EVs, the MobED charges slowly, needing 2.5 hours to juice up the battery from 10 to 90 percent.

Each robot also features universal mounting rails that make it easy to attach a variety of tools and modules. In the future, they could perform a range of important tasks in factories and warehouses, as well as crucial functions at production facilities, reducing the need for human labor.

Commercial sales of the MobED are expected to begin in the first half of 2026. Hyundai has yet to announce pricing, though it’s clear the company sees the robot as more than a novelty.

Scout Motors is getting closer to production every day, and it’s planning to launch with a curated soundscape. Forget generic beeps, the revived American off-road brand is sending sound engineers across the country on what sounds like an audio-archeology road trip.

More: Scout Motors Says Over 80% Of Buyers Picked A Surprising Powertrain

If everything goes according to plan, the Traveler SUV and Terra pickup won’t just be made in the United States, they’ll sound like it, too.

What Does America Sound Like?

Scout Chief Design Officer, Chris Benjamin, says the brand’s UX team has been collecting natural mechanical noises and atmospheric tones to create more than 40 bespoke sounds for locks, turn signals, warning chimes, and startup sequences. 

“All of the sounds inside the vehicle, we want them to feel authentic to us and unique,” Benjamin told Autonews at the L.A. Auto Show, adding that Scout isn’t aiming for an utterly quiet, library-like cabin.

Obviously, recorded sounds are quite different from the real thing, but it’s clear that the Scout team wants to do the best it can with the modern technology on hand.

The team even brought a vintage International Harvester Scout, complete with a V8, into an anechoic chamber and recorded sounds in isolation. 

The same raw mechanical noises found on that model, from the door latches to the locks to the V8 itself, will make it into the new offerings from Scout.

In a nod to the brand’s agricultural heritage, the team also visited Adairville, Kentucky. There, they found a farm and recorded industrial farming equipment inside a grain silo. Other audio layers in the car come from an acoustic guitar.

“You have a little bit of industry, a little bit of agriculture, a little bit of the original Scout in each one of the sounds,” Benjamin said.

Scout says its EVs won’t chase sterile, ultra-minimalist, sci-fi EV interior cues. Yes, there’s a digital gauge cluster and a large center screen, but there will also be real knobs, real switches, and real buttons.

The tactile nature of the cabin connects to the brand’s rugged DNA, and the carefully curated sounds will reinforce it.

“We’re not creating spaceships,” Benjamin said. “We’re creating hearty, wholesome vehicles that people will love, and we want the sounds to reflect that.”

Production of the Terra and Traveler begins in South Carolina in late 2027, after a run of pilot builds in 2026. 

UK-based Helix has already built a reputation in the industry for giving the world’s wildest EVs their punch. You might not recognize its name, but you’ll have seen its work if you’ve watched a McMurtry Spéirling, Lotus Evija, or Aston Martin Valkyrie swallow up the horizon on a YouTube video.

Also: McMurtry Speirling Smashes Top Gear Lap Record, Beats F1 Car

Now Helix is working with Californian startup Astro Mechanica on an engine concept that claims it can make supersonic passenger air travel viable again.

What’s The Idea?

Astro Mechanica is chasing what the late, great Concorde never could. It wants long-range supersonic aircraft that are efficient enough for everyday use.

To make that possible, the company has built a propulsion system called Duality. It is an adaptive hybrid electric setup that uses both a gas turbine and electric drive to shift personalities depending on speed.

At takeoff, it behaves like a turbofan. At lower supersonic speeds, it behaves like a turbojet. When things get seriously quick, it transforms into something closer to a ramjet.

That flexibility is meant to solve the problem that killed commercial supersonic air travel in the first place. The engines were great at going very fast but not great at everything else, and gobbled up a ton of fuel.

Power Behind The Concept

The current fourth-generation Duality prototype uses four Helix SPX242-94 electric motors. Each produces up to 536 hp (544 PS / 400 kW) of peak power. They drive the two-stage compressor of the propulsor unit and can run continuously at 402 hp (408 PS / 300 kilowatts).

But custom-designed radial flux motors for the fifth generation of Astro Mechanica’s propulsion system are also in development, these ones pumping out up to 1,274 hp (1,292 PS / 950 kW) of peak muscle for extreme-altitude flying.

The company is targeting a first flight in three years and commercial operations within a decade. If it takes until 2035 and Astro Mechanica is the first to offer supersonic air travel, we’ll have waited 32 years since Concorde was retired to see a passenger airplane break the sound barrier.

Helix/Astro Mechanica, McMurty, Lotus

Audi is preparing a host of upgrades for the 2026 model year, covering the A5, A6, Q5, A6 e-tron, and Q6 e-tron. It’s not just a set of software tweaks or safety updates either. The brand says these revisions are designed to make some of its most popular models more enjoyable behind the wheel.

Read: Audi’s AUDI Bets Big On China With A 671 HP Electric SUV That Means Business

However, Audi hasn’t yet said whether these updates will cross the Atlantic for American buyers, leaving the U.S. lineup unchanged for now.

What’s Changing Inside?

The biggest transformations happen inside. Like Volkswagen, Audi has come to appreciate that customers never really warmed to capacitive steering-wheel buttons. So from 2026 onward, all affected models will adopt a redesigned wheel fitted with two physical scroll controls, restoring the tactile precision that many drivers missed.

One of the upgrades that’s bound to be enjoyed by S5 and S6 e-tron customers will be the addition of a Dynamic Plus driving mode. Audi says that this will maximize the dynamics of both models, allowing for controlled oversteer despite their advanced quattro all-wheel drive systems and brake torque vectoring.

For all models built on the Premium Platform Electric (PPE), the regenerative braking system receives further refinement. Drivers will be able to use true one-pedal operation, bringing the car smoothly to a halt without engaging the friction brakes.

Smarter Tech

Audi is also introducing a more advanced version of its driver-assistance system across its PPE and PPC models. From next year, these cars will include an autonomous lane-change function where the driver simply needs to toggle the turn signal, and the car will automatically change lane.

Following BMW’s lead, Audi will introduce a trained parking feature capable of autonomously navigating up to 200 meters on private property, retracing a saved route to or from a parking space.

Moreover, starting next year, the new A6 will come equipped with digital matrix LED headlights and digital OLED taillights that include configurable light signatures.

Select models will gain the option of an integrated dashcam mounted at the base of the rear-view mirror. The 4K camera records both driving and parking footage, offering a built-in alternative to aftermarket systems.

Audi has also introduced several mood scenarios, or what it calls ‘experience worlds,’ into the cabin, which adjust the interior lighting, sound, climate control settings, and massage functions. Updates have also been made to the onboard gaming system, meaning controllers can now be paired over Bluetooth.