The US and China have been at loggerheads for quite some time and their rivalry seems to be intensifying with each passing day. One could describe it as a 21st Century version of the US vs. USSR situation – a Cold War 2.0 if you like, with China replacing the country that used to be known as the Soviet Union when the latter collapsed almost overnight in the early 1990s. Well, one always needs an big, scary enemy to galvanize their citizens and keep their military and industrial complex busy, right?

One of the most hardly fought fronts in this undeclared war is that of the automotive industry. See, China used to be a lot like the Soviet Union, seen by Westerners as monolithic and stuck in the past, its people allowed no freedom whatsoever. Most of them didn’t even have cars, for crying out loud, and those that did were forced to make do with sub-par, by our standards, locally-made ones. Oh, how the tables have turned.

The US Has A “National Security” Problem

Nowadays, it’s the rest of the world that’s afraid at the thought of a Chinese invasion; only it won’t be by armored divisions, fighter squadrons and aircraft carriers, but something much more benign that’s already in vogue in the West: electric cars. Not cheap European or American knock-offs, either, but ones with cutting edge technology, modern design, lots of built-in features and even performance that can rival whatever their competitors throw at them. And all that at a much more affordable price, too.

No wonder the US is actively prohibiting them from being imported in the country on the grounds of protecting national security.

More: GM Launches Wuling Hong Guang Mini EV Macaron In China With Extra Features

It’s not something that started with Donald Trump, either, despite the 47th President being extremely vocal about putting an end to China’s advancements. The former occupant of 1600 Pennsylvania Avenue in D.C., Joe Biden, was the one who increased the tariffs on Chinese cars from 25 to 100 percent in 2024, while he banned tech giant Huawei from the States by evoking (you guessed it) national security concerns.

Excluding Chinese-made cars from brands like Volvo, Polestar and Ford, no cars from the Peoples’ Republic are allowed to be sold in the US, whereas GM and Ford have been doing business in China for many years and even build market-specific models that cater to local buyers’ preferences.

One Man’s Quest to Get His Hands on GM’s Wuling Macaron

Which brings us to John Karlin, a guy who might or might not have had all of this in mind when he read an article in 2021 about GM China’s Wuling Hongguang Mini EV outselling the Tesla Model 3 in China. “I saw an article saying the most popular EV in the world is the Hongguang Mini EV, but you can’t have one. So that got me asking: Well, why is it the most popular vehicle? And why can’t I have one?,” he told Wired.

Eager to know what all the fuss was about, he went on and ordered a Wuling Macaron, a fancier version of the Mini EV, that he was determined to make his daily despite car imports from China being officially forbidden.

Undeterred, he bought one and started looking for a way to bring the EV on American soil legally. Buying it though was the easy part, and it cost him less than $8,000. Importing, registering and driving it on US roads proved to be the real challenge. By October Karlin, a registered nurse and quality process analyst, was driving from Oklahoma City to Freeport, Texas, to pick it up. Which, naturally, begs the question: how did he do it?

A Legal Loophole and an Ingenious Workaround

Karlin’s first roadblock was the 25-year law that allows cars of that vintage or older to be imported without going through the federal certification process. Problem: China wasn’t exactly making EVs that long ago. Grey, or parallel, imports, which thrive in other countries like the UK, where many Japanese icons have been imported over the years, was also not an option.

Congress made sure of that in 1988 when it outlawed them in order to protect US-made cars from the invasion of the Europeans and the Japanese that was happening at the time. Not that it eventually did domestic makers much good anyway.

Nevertheless, Karlin did have another recourse. As he told Wired, he discovered that certain states, including Oklahoma, have their own set of safety regulations for low- and medium-speed vehicles that aren’t allowed on highways. These are supposed to be street-legal golf carts or farm vehicles, but the diminutive Wuling Macaron fitted that description too.

More: The Cute Wuling HongGuang Mini Continues To Dominate China’s EV Sales Charts

The only thing he had to do in order to register it was to limit the EV’s top speed to 35 mph, proving that it wouldn’t go on a highway. While for many that would be a serious deterrent, Karlin mused that since he would only drive it to get to work or go grocery shopping, top speed wasn’t an issue anyway.

With that out of the way, the Macaron was registered, with Karlin thought be the first individual who brought such a car in the US. All in, it cost him around $13,000, which is 50 percent more than the sub-8k original price, but still cheaper than any other EV in the market, and it did the job quite nicely.

A Sweet Victory, But For How Long?

Karlin enjoyed the tiny Chinese EV for 12 months. Even though the state of Oklahoma re-audited his paperwork (he passed with flying colors) and he was followed by the police (but never pulled over), he was compelled to say goodbye when an unnamed US company offered to buy it from him in order to conduct research.

In fact, the company’s CEO visited him personally in Oklahoma City and sat in the car. Karlin admitted to Wired that he could “see the wheels turning in his head as he’s realizing this and that, and looking at these different features and materials”.

Today, with Biden’s 100 percent tax being compounded by Trump imposing a 20 percent levy on Chinese cars at first, and recently a 25 percent tariff on all imports, the cost would be significantly higher than it was in 2021, so going to all that trouble to bring in the Wulling probably wouldn’t make sense. But, at the time, it was a win for an individual fighting a government preventing him from getting his wish, and he did it all by the book, not by resorting to shady practices. We bet he feels going to all that trouble was well-deserved.

Europeans are notoriously loyal to their automotive brands, especially when it comes to premium options. However, that hasn’t stopped Seres, a fresh-faced Chinese automaker, from dipping its toes into the European market with a fully electric SUV. We recently spent a week behind the wheel of the Seres 5 to see what it has to offer prospective buyers.

The Seres 5 made its European debut in 2023, with a slow rollout across the continent through 2024. The model mirrors the design of the Chinese version that has been around since 2019, albeit with a slightly longer body. In 2022, Seres teamed up with Huawei to launch the Aito M5, a revamped version, but the global-spec Seres 5 we tested hasn’t yet gotten the same redesign.

Seres, formerly known as SF Motors, may be rooted in China, but it has a Silicon Valley presence and once had grand ambitions of selling cars in the U.S. These plans, however, appear to have been quietly shelved as the company shifts its focus to Europe, South America, and the Middle East.

QUICK FACTS

Smooth and Curvy Lines

Unlike many new Chinese car brands that lean heavily on copying their established competitors (we’re looking at you, other automakers), Seres has made an attempt to bring something new to the table. Sure, eagle-eyed car nerds might spot a few design cues reminiscent of other cars—like the DS-style curvy daytime running lights or a subtle nod to the Porsche Macan in the rear end—but for the most part, the Seres 5 stands on its own.

The standout feature of the aerodynamic bodywork is the leaf-shaped greenhouse, highlighted by chrome accents. The EV’s silhouette blurs the lines between traditional and coupe-style SUVs, emphasizing the sculpted rear shoulders. The standard 21-inch alloy wheels, paired with red brake calipers, set a sporty tone, reinforcing that the Seres 5 is more of a GT crossover than an adventurous SUV.

More: Xiaomi President Confirms Global EV Expansion Coming Soon

During my time behind the wheel of the Seres 5, I noticed it attracted more attention than your average EV, turning plenty of heads—though that might also be because it’s a fresh new offering sparking curiosity. However, despite its recent arrival in Europe, the design is starting to feel outdated compared to newer competitors.

With a length of 4,710 mm (185 inches), the Seres 5 is a direct competitor to the Tesla Model Y, although the brand would prefer to position it against similarly-sized premium SUVs such as the BMW iX3, Mercedes GLC, and Audi Q6 E-tron.

The Cabin Is A Nice Place To Be

Step inside and you’re greeted by premium materials including the Nappa leather upholstery and the wood inserts. The perceived quality and the fit and finish is better than you would expect from a new brand, even though it doesn’t reach the levels of high-end models from the likes of BMW and Genesis. The standard equipment is quite generous and includes a panoramic glass roof and comfortable seats with heating, ventilation, massage, and memory functions.

The floating center console is a nice touch, incorporating a proper gear lever, storage compartments, and two wireless charging pads with cooling. The centerpiece is a Tesla-like 15.6-inch touchscreen, which is home to all of the vehicle’s functions.

While the infotainment system’s interface is fairly easy to use, it’s missing physical controls for key functions like A/C and drive modes—making it occasionally frustrating to navigate on the fly. Sure, there are buttons on the steering wheel for media and calls, but the ADAS stalk feels a bit like something from a previous generation.

At first, it seems that your smartphone can only connect to the system via Bluetooth. However, we later learned that the vehicle comes pre-installed with a third-party app, adding wireless Android Auto and Apple CarPlay compatibility.

The digital instrument cluster and head-up display give you all the essential info, but their graphics could use a refresh—they only change when you’re in the Race driving mode. On a positive note, the infotainment screen features sharp wallpapers and quirky widgets like “Take A Break” and “Camping Mode,” so at least you’ll have something to occupy your mind when the car is parked. Unfortunately, I was let down by the audio system—while the bass and volume are fine, the clarity just doesn’t live up to expectations.

More: We Compare The 2026 Tesla Model Y Side-By-Side With Its Predecessor

Rear passengers are treated with the same level of quality as the ones in the front seats, having access to their own USB ports, climate vents, seat back net pockets, and a central armrest with cupholders and a storage cubby. Once you get past the weird shape of the rear doors, there is more than enough headroom for tall individuals. Rear legroom is adequate, but not as generous as in some other models in the category.

The boot space is where things get a little tight at 367 liters (13 cubic feet) in the five-seater configuration and an additional 67 liters (2.4 cubic feet) in the trunk. Then there’s the tailgate: to be honest, I spent several minutes trying to figure out how to open it. It turns out that the dedicated button is mounted on the rear windscreen wiper. Owners will know, but it’s not convenient having to explain this to every single one of your passengers when they want to put something at the back, although their reactions should be interesting.

Driving Impressions: An Electric Grand Tourer

Even after the first minutes of driving the Seres 5, I was impressed with the high levels of comfort, as the suspension smoothed out the bumps, cracks, and potholes of the roads. The chassis feels sturdy and the sound insulation is on par with premium rivals, making the cabin a sanctuary. here’s just one small issue: the faint hiss from the electric motor at low speeds, which, while minor, is noticeable if you’re paying attention.

Despite the intimidating figures which would put any ’90s supercar to shame, the Seres 5 proved to be friendly behind the wheel. This is especially evident in Eco mode, which prioritizes efficiency over performance. Comfort mode gives access to more grunt and is perfect for daily use, while Sport and Race unleash the full 577 hp (430 kW / 585 PS) and 940 Nm (693 lb-ft) of torque.

Even in the sportiest settings, the Seres 5 remains composed, offering smooth power delivery and minimal wheel spin when you floor it from a standstill. Acceleration is impressive, especially when you’re cruising between 60-140 km/h (37-87 mph), making highway overtakes feel effortless. This is where the Seres 5 excels as a long-distance cruiser.

More: Xpeng’s New G6 Can Add 280 Miles Of Range In Just 10 Minutes

The steering is notably light by default, making it ideal for city driving, but less suited for spirited handling. Luckily, there’s a setting that adds weight to the steering, though it requires disabling some lane-keeping ADAS features first, and it still feels artificial. Overall, while the Seres 5 packs plenty of power and the suspension manages its weight well, it’s clear that this vehicle wasn’t built for chasing hot hatches on winding roads.

Range And Charging

In terms of range, you can expect about 400 km (250 miles) from the 80 kWh lithium iron phosphate battery pack if you’re driving sensibly. The most efficient drivers might push closer to the WLTP estimate of 483 km (300 miles), but it’s tough to hold back when 577 hp is tempting you with every press of the accelerator. That said, the Seres 5’s range is comparable to the outgoing Tesla Model Y Performance, which was rated for 280 miles in the US, though most real-world drivers saw closer to 240-260 miles.

The battery can charge from 30% to 80% in 25 minutes using a 100 kW DC charger. While that’s decent, it’s not as fast as some rival EVs from the Hyundai Group or other Chinese automakers. It’s also worth noting that while the BEV is the only option available in Europe, buyers in China have the option of a range-extender powertrain, which is better suited for hypermiling.

Pricing And Rivals

Unlike other Chinese automakers like BYD, which target price-conscious buyers, Seres has positioned its only EV offering closer to European pricing. In Greece, where we tested it, the Seres 5 is priced at €57,500 (equal to $62,500) with local EV subsidies. In Germany, where availability is more limited, the price jumps to €64,990 ($70,700). These figures apply to the full-spec AWD trim, which is currently the only option available in Europe.

As is typical with a new brand like Seres, depreciation is something potential buyers should keep in mind. Used 2024 models with very low mileage can already be found for as little as €40,000 ($43,700)—not great for the original owners, but a pretty sweet deal for anyone looking for a one-year-old EV with plenty of performance.

Review: The Facelifted Kia EV6 Is Better Than Ever, But We’d Wait For The EV5

When it comes to competition, the Seres 5 faces stiff challenges. The Tesla Model Y, for example, offers a comparable AWD Long Range trim starting at €43,990 ($47,900) in Greece. The facelifted Kia EV6 GT AWD is also a solid contender at €56,990 ($62,000).

There are a few premium offerings in the same price range, but they tend to be less powerful in their base configurations. For example, the outgoing BMW iX3 (not offered in the US) starts at €52,950 ($57,600) here in Greece, the Lexus RZ450e is priced at €58,700 ($63,900), and the newer Audi Q6 E-tron kicks off at a considerably higher €67,980 ($73,900). It will be interesting to see how the prices of the upcoming BMW iX3 Neue Klasse and the fully electric successor to the Mercedes-Benz GLC compare.

Verdict

The all-electric Seres 5 offers a comfortable ride, plenty of power, and the kind of premium feel you’d expect from a more established brand. Despite being a newcomer, it has a distinctive design and a high-quality interior, packed with standard features. However, it does fall short in a few key areas, including the absence of physical controls for essential functions, and some design elements that feel a bit dated.

The biggest hurdle for the Seres 5, however, is the intense competition it faces from well-established brands that already have loyal customer bases. On top of that, it lacks both the brand prestige of its European and Japanese rivals and the price advantage typically associated with Chinese models—one of the main selling points for many buyers.

If Seres can manage to lower the price, it might be worth considering introducing the Chinese-market range-extender version of the 5 in Europe, which could give the car a much-needed edge.

Photos: Thanos Pappas for CarScoops

MG’s Cyberster electric sports car helped make a splash for the brand, but it’s never going to sell in the millions. But here’s another Cyber-branded MG that might. It’s the Cyber X, and MG has just dropped teaser images of the boxy SUV ahead of its global reveal at the Shanghai Auto Show on April 23.

A series of silhouetted and darkened pictures show the second car from MG’s Cyber family from the side, the front- and rear-three-quarter angles. The X’s fashionably square nose and upright tail say this is a car designed for a younger crowd than the one usually seen in MG showrooms.

Related: MG Cyber GTS Concept Hints At Production Cyberster Coupe

A full-width LED light bar stretches across the Cyber X’s face, with an illuminated MG octagon mounted just below it and flanked by two smaller LEDs. The fenders are flared above the wheels, door handles are sunk flush with the door skin, and a pair of roof rails underlines the go-anywhere vibe. At the rear, the waistline rises to meet the chunky D-pillar, and there’s another full-width LED bar and illuminated MG badge rounding out the show at the tail.

We’ll have to wait until the day of the show to make a final assessment on the design, but from what we can see here, the mix of tech and tough will find the Cyber X plenty of admirers. It’s eerily reminiscent of the new Smart #5, which could be handy because the newly-launched Geely SUV is likely to be one of the X’s key rivals.

Tech details are practically non-existent at this stage, but Chinese reports say that the X will be one of the first cars to benefit from SAIC’s new E3 platform, which features cell-to-body construction where the battery pack is made part of the car’s structure in an effort to cut weight.

The E3 architecture is capable of handling both electric and hybrid powertrains, though right now we don’t know whether the X will offer both or only one of those options. A closed grille suggests we’re looking at an EV. Car News China claims the X will feature semi-solid-state batteries, advanced drive assist features, and sophisticated phone-to-car integration.

We’ll be seeing more than the Cyber X from MG during this year and next. The automaker is preparing to roll out more than half a dozen new cars, including a second-generation MG4, a revised Cyberster, and four EVs, including a pair of sedans and a pair of SUVs. Not all are guaranteed to come to Europe, but our hunch is the Cyber X will find it worth the trip.

Images: MG/SAIC

Months after the EU imposed hefty tariffs on Chinese-made EVs, officials from China and the European Union are reportedly working on a deal that would allow them to avoid relying on those tariffs. Instead of sticking with tariffs, the two sides are now exploring the idea of setting minimum prices for China’s EVs as a potential solution.

Read: BMW Teams Up With Chinese EV Makers To Fight EU Tariffs In Court

A spokesperson from the European Commission confirmed that EU trade commissioner Maros Sefcovic and Chinese commerce minister Wang Wentao recently had a chat and agreed to explore the minimum price idea. At this stage, more discussions are in the works, though no specifics have been shared just yet.

What’s on the Table?

As of now, there’s no clarity on what these minimum prices might look like. Sefcovic spoke with Reuters, emphasizing that any pricing rules would need to be just as effective and enforceable as tariffs, without creating additional complications.

The European Union imposed tariffs on Chinese-made EVs last year following a lengthy investigation to see if Chinese brands received unfair subsidies from their government, allowing them to build and sell EVs for far less than most Western rivals. Newly-enforced tariff rates vary depending on how much assistance individual brands received and how cooperative they were with the EU’s probe.

For example, Chinese conglomerate SAIC received the harshest penalty: a 35.3% tariff on top of the pre-existing 10% import duty. Other companies, like BYD and Geely, were hit with tariffs of 17% and 18.8%, respectively.

The decision to impose tariffs was far from unanimous. Ten EU countries voted in favor, but 12 abstained, and five voted against. Notably, Germany opposed the tariffs, and the country is now pleased that talks are underway to find a more balanced solution.

“Regardless of current global developments, it must also be discussed here how to reduce obstacles and distortions in international trade, rather than building new hurdles,” Germany’s auto industry association, the VDA, said in a statement.

As the negotiations continue, it remains to be seen whether this minimum pricing strategy will gain traction or if it will be another attempt to sidestep deeper issues in global trade.

Launching a new brand into an established market is a brave move with no guarantee of success. But if she has any doubts about Denza’s chances in Europe, BYD boss Stella Li isn’t letting on, claiming in a recent interview Denza’s new vehicles were ‘ten times better’ than than those they aim to outpace, and which include the likes of Mercedes, Audi, BMW, and possibly even Porsche.

BYD’s gains in Europe with its own EVs and PHEVs gives Li reason to be confident. But Denza is shooting for a totally different, more image and status-conscious audience. A premium brand designed to slot between everyman BYD and pricey YangWang, Denza will take on established European names like Mercedes, which could be embarrassing for Benz because Denza started off as a BYD-Daimler co-op before BYD carried on alone.

Related: Chinese Brand Mercedes Created With BYD Is Now Coming For Mercedes In Europe

The Z9 GT is odds-on the first Denza to hit European roads later this year and will offer a more coupe-like alternative to cars like the Audi A6 and A6 e-tron Avant, and BMW 5-series and i5 Touring. A sporty shooting brake whose Porsche Panamera-like profile is the work of former Alfa Romeo and Lamborghini designer Wolfgang Egger, the Z9 is a triple-motor EV with 952 hp (965 PS / 710 kW). An 858 hp (870 PS / 640 kW) 2.0-liter PHEV is also available.

‘This car is really ten times better than the competition,’ Li told Car Magazine at the Denza brand launch at Milan Design Week. ‘We have a lot of unique features the other legacy brands do not have.’

Tech-Forward, Price-Savvy Strategy

Those features are not limited to aggressive pricing, though you can be sure Denza’s cars will offer more standard equipment at a much lower cost than than their rivals to help hook buyers in. Technology is a big focus: the Z9 will crab-walk and slow-motion drift into parking spaces and round tight turns, tricks you won’t find on premium Western cars (check out the video below).

‘We are confident that buyers will find distinctive, unique appeal in the car’s mix of sophisticated, elegant design, strong performance and astounding technology,’ Li said, adding that Denza’s superior customer service will be key to it carving market share.

European pricing hasn’t been confirmed yet, but in China, the Z9 GT starts at 334,800 yuan and tops out at 414,800 yuan (around $45,800 to $56,800). That’s a serious value play when you consider the Panamera Sport Turismo and Taycan Cross Turismo start at 1,008,000 yuan ($138,000) and can balloon past 1,500,000 yuan ($205,000) depending on options.

Credit: BYD/Denza

Mazda’s first crack at building an electric SUV, the quirky and range-challenged MX-30, was too weird for its own good, but the EZ-60 revealed this week in China plays it straight and that looks like a smart strategy.

Images released ahead of a full debut at the Shanghai Auto Show later this month show a bigger SUV with conventional doors, but just enough of a sporty Mazda vibe to tempt a few prospective Tesla Model Y buyers to switch sides.

Related: Four Mazda Models Are Being Discontinued This Year, But One Could Return

The EZ-60 is a production version of last year’s Arata concept, and will be renamed CX-6e for sale outside China, reflecting its position in the lineup as an electric alternative to the combustion CX-60. The final design stays close to the concept’s and features a much more assertive face than its Tesla rival, frameless door glass, camera-based mirrors, a coupe-like rear with a sloping roofline and dramatically angled D-pillar. 

Mazda hasn’t confirmed it’ll come to Europe but a debut there is all but inevitable given the region is one of the strongest markets for EVs and Mazda has already committed to launching its 6e sedan (known as the EZ-60 in China) in Europe later this year. We’d be amazed if it isn’t on sale in Europe in 2026.

Shared Platform, Familiar Hardware

Both sedan and SUV are built around architecture from Chinese automaker Changan, whose Deepal S07 is already engaged in a battle with the Model Y, and coming to Europe before the end of 2025. We’ll have to wait until the EZ-60’s full reveal on April 23 to find out the exact specs, but we’re expecting substantial similarities to the 6e when it comes to battery and motor details.

For reference, the European-market 6e sedan has a choice of 68.6 and 80 kWh batteries and comes with a choice of two different motors. Both are single-motor setups driving the rear wheels, one serving up 241 hp (244 PS) and the other, 255 hp (258 PS). Electric range varies from 300 -345 miles (483-555 km), though the heavier and less aerodynamically efficient SUV probably won’t be quite so long-legged.

Charging and Range-Extender Tech

Deepal’s platform isn’t as advanced as Hyundai-Kia’s and can only charge at 200 kW, although that puts it on par with many European carmakers. But the architecture is versatile enough that the S07 is also offered with a 1.5-liter range-extender combustion engine in China, though Mazda won’t be borrowing that tech because it already offers the CX-60 as a PHEV.

Unfortunately for American buyers, the CX-6e won’t be crossing the Pacific. Since it’ll be built in China, it faces steep import barriers and little incentive under current US EV tax credit rules. For now, it looks like this one’s staying in markets where Mazda’s EV strategy is already gaining traction.

BYD has launched a pair of new EVs in China underpinned by its innovative new Super e-Platform. Although BYD seems to release a new EV every other week, the Han L sedan and Tang L SUV are particularly significant because they promise charging times almost on par with filling up an ICE-engined car with gas. If the automaker’s charging speed claims are accurate, the Han L and Tang L could solve one of the last remaining headaches of EV ownership.

The Super e-Platform is a 1000-volt architecture and was only announced back in March. In the case of the Han L sedan, all versions of it use an 83.2 kWh Blade battery, while the Tang L has a larger 100.5 kWh pack. According to BYD, the Han L can charge from 10-70% in just 6 minutes. Yes, that’s not a typo: six minutes. It can also gain 248 miles (400 km) of range in five minutes and takes just 20 minutes to charge the battery from 0-100%.

Read: BYD’s New 1,000 kW EVs Fill Up As Fast As Gas Cars

The Tang L EV also benefits from stupendous charging speeds. It can get 230 miles (370 km) over range in 5 minutes and needs just 30 minutes to charge from 0-100%. Admittedly, these charging speeds can only be achieved when using one of BYD’s new 1,000 kW fast chargers that were also unveiled in March. The company wants to install 4,000 of these chargers across China, but has not provided a timeline of when they’ll be available.

BYD Tang L

Prices for the Tang L start at 219,800 yuan (~$30,000) for the LiDAR Premium model and increase to 239,800 yuan or (~$32,700) for the LiDAR Flagship. Both of these versions have a 671 hp and 310 lb-ft (420 Nm) electric motor driving the rear wheels and can travel up to 436 miles (701 km) on a single charge. Those seeking even more performance can opt for the AWD LiDAR Flagship for 279,800 yuan (~$38,100). It has dual electric motors with 778 hp and 373 miles (601 km) of CLTC range.

Three versions of the BYD Tang L have also been announced, and prices vary between 229,800 yuan (~$31,200) and 289,900 yuan (~$39,400). It easily outmuscles the sedan, with the base rear-wheel drive packing 788 hp and the dual-motor AWD version rated at 1,100 hp. Depending on the specification, local media quotes driving ranges between 348 miles (560 km) and 416 miles (670 km).

BYD Han L

Update: Volkswagen has just released a few more teaser images of its trio of concept electric vehicles set to debut at the upcoming Shanghai auto show, offering a still shadowy—but intriguing—glimpse of what’s in store later this month.

Momentum continues to build for the Shanghai Auto Show as Volkswagen will use the event to introduce three new concepts. They’ll highlight the company’s “In China, for China” strategy and be presented by their Chinese joint ventures.

The company didn’t go into many specifics, but confirmed there will be two crossovers. One will be an EV from Volkswagen Anhui, while the other is a B-segment SUV with a range-extended powertrain from SAIC Volkswagen. Rounding out the lineup is an electric notchback from FAW-Volkswagen.

More: ID. Every1 Concept Previews VW’s Cheapest EV

The teasers aren’t very revealing, but they suggests the models will have slender headlights that are connected by an illuminated bar. That’s not much to go on, but the company said the concepts will embody their new “China DNA – both in terms of technology and design and in relation to development time, which has been cut by more than 30 percent.”

Speaking of the latter, Volkswagen confirmed the concepts preview upcoming production models. These will be launched starting next year.

Volkswagen’s design boss Andreas Mindt said, “We have adapted our established European design values – stability, likability and the ‘secret sauce’ – to the Chinese market. The result is a design philosophy that honors the heritage of our brand while at the same time reflecting the desires and expectations of a new generation of customers in China.”

His sentiments were echoed by Volkswagen brand CEO Thomas Schäfer who said, “Our aim is to remain the leading international automaker in China. We have everything that it takes to be successful: shorter development times, strong partners, sophisticated local development, production and infrastructure as well as the right products and innovations for our Chinese customers.”

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Tesla’s sales sank alarmingly in Q1, falling 13 percent to 337,000, a fact that on its own would be enough to make Volkswagen’s German execs crack a wry smile. But what they’ll really have them bro-hugging in Wolfsburg is knowing that Tesla’s misfortune is almost certainly linked to VW posting record EV sales figures over the same period.

Related: Tesla’s European Sales Have Collapsed, Down 45% As EV Market Surges 31%

Sales of fully-electric VW Group vehicles jumped 59 percent in the first three months of the year, reaching 216,800 compared with 136,400 in Q1 2024. By comparison, Tesla reported 336,681 deliveries in the same period, down 13 percent from last year. But even that success is dwarfed by what happened in Europe.

EV Momentum in Europe

EV sales there exploded by 113 percent to 158,100, up from just 74,400 a year earlier, no doubt helped by widespread dislike of Tesla CEO Elon Musk, particularly in Germany, where Musk came out in support of the far-right AfD party. A poll last month found 94 percent of Germans wouldn’t buy a Tesla due to the CEO’s antics. That sentiment appears to be hitting where it hurts: in Q1, Tesla’s sales in Germany plummeted 62 percent compared to the same period last year.

Strong Gains in the US, Trouble in China

US sales also grew significantly, Americans taking home 19,900 EVs, representing a 51 percent increase. But there was bad news from China where EV sales plummeted 37 percent to 25,900 units. And although the global EV sales result is definitely worth celebrating, it ought to be viewed in the context of the sales of vehicles of all power types.

VW GROUP EV SALES

That number did improve, but only by 1.4 percent to 2.13 million units, the decline in demand for combustion cars offset by both the surge in demand for EVs and a 15 percent uptick in PHEV sales. Overall sales in China were down 7 percent, the only region to see a fall.

VW’s Top-Selling EVs

VW’s best-selling EV globally was the ID.4/ID.5, which racked up 43,700 sales, followed by the ID.3 hatch with 28,100 deliveries. Audi’s Q4 e-tron – a reskinned ID.4 – placed third with 22,800 sales, the Skoda Enyaq found 20,200 buyers and VW’s ID.7 scored 19,100 sales.

Porsche’s Macan Electric only ranked seventh with 14,200 sales but since it wasn’t on sale in Q1 2024 its appearance in this year’s Q1 helped Porsche’s EV deliveries jump by 326 percent.

EV SALES BY BRAND

Eager to avoid falling behind in the global shift to electrification, Stellantis invested $1.6 billion in Leapmotor in 2023, acquiring a 21% stake in the Chinese EV maker. The deal gives Stellantis the right to sell Leapmotor vehicles across Europe. But despite the early promise, the partnership has already hit its first significant roadblock.

A Stellantis plant in Tychy, Poland, had been building the small T03 electric car for the European market, but local production of this model suddenly ended on March 30. Stellantis has not said why this happened, but unnamed sources say there are no plans to resume T03 production in Europe.

Read: New Leapmotor B10 Goes After Europe’s EV Market With Stellantis In Its Corner

That’s bad news for Stellantis, as it was only in November last year that it scrapped its plans to build a second Leapmotor EV at the same Polish factory. Meanwhile, Leapmotor vehicles shipped from China are still facing a 21 percent tariff in the EU.

Politics, Tariffs, and Sudden Shifts

It’s hard not to connect the dots between this decision and China’s response to EU trade policies. Back in October, the Chinese government told its automakers to pause major overseas investments in countries that backed the EU’s new tariffs on Chinese-made EVs. Poland was among the ten countries that voted in favor of those tariffs. Another 12 EU members abstained, and five—Germany included—voted against them, according to Reuters .

Given the timing, it seems plausible that Leapmotor’s retreat from Poland was at least partly driven by political pressure from Beijing. The optics alone suggest as much.

Stellantis Still in the Game

Despite the halted production, Stellantis insists it’s not backing away from its Leapmotorinvestment. Through its joint venture with the Chinese company, Stellantis holds a controlling 51% stake, giving it exclusive rights to manufacture, sell, and export Leapmotor EVs beyond China’s borders.

“While the company remains fully engaged in the launch of Leapmotor vehicles in Europe, at the moment it is evaluating different production options,” Stellantis said in a recent statement.

And those options may now include Spain. According to German outlet Handelsblatt, Spain’s decision to abstain from the EU tariff vote could make it a more politically viable location for future production. The publication reports it may become the new manufacturing home of Leapmotor’s upcoming B10 electric crossover.

Toyota helped kick off the electrified era long before it was cool, way back in the late ‘90s with the launch of the Prius. That car didn’t just spark curiosity, it redefined what people expected from hybrids and made Toyota a poster child for practical electrification.

Read: Toyota’s Cheapest EV Ever Costs $15,000, Gets 10,000 Orders In 60 Minutes

But in recent years, as other automakers raced ahead with battery-electric vehicles (BEVs), Toyota found itself lagging behind, seemingly reluctant to join the full-EV sprint. Now, it’s shifting gears and planning a major EV expansion as it works to close the gap with its faster-moving rivals.

EV Production Plans Are Going Global

By 2027, Toyota reportedly wants to have as many as 15 electric models on sale, including those under the Lexus badge. It also aims to ramp up EV production to about 1 million units per year by that point. For context, that would be roughly seven times the number of EVs it built in 2024, a massive jump, if it can pull it off.

Toyota currently only builds EVs in Japan and China, but Nikkei Asia reports that as more of the upcoming EVs launch in the market, production will expand to the US, Thailand, and Argentina. One of the first to hit the market will be an electric version of the Hilux, set to be built in Thailand from October. This model will also be assembled in Argentina.

Toyota Is Facing Increased Competition

Toyota’s urgency makes sense, as it’s facing steep competition from automakers that have already hit their EV stride. Tesla and BYD each moved 1.76 million EVs last year. Volkswagen wasn’t far behind, selling 740,000 EVs globally. Compared to those numbers, Toyota’s electric efforts have been pretty modest so far.

A key piece of Toyota’s upcoming EV puzzle is the new C-HR+ EV, which was revealed about a month ago. This model sits below the larger bZ4X in the Toyota family and will be offered with 57.7 kWh and 77 kWh battery packs. Production of it will start at Toyota’s Takaoka plant in Japan this September, and in addition to being sold throughout Europe, it will be available in the USA and Canada from next year.

More: Toyota And Lexus Unveil 15 New Electric Concepts All At Once

Elsewhere, Toyota is planning to build a three-row EV at its Kentucky and Indiana plants from next year, serving as a rival to the Kia EV9 and Hyundai Ioniq 9. Toyota is also continuing its EV partnership with Subaru, and the next result of that collaboration is scheduled to go into production in Japan in February.

With Chinese tech companies such as Huawei and Xiaomi making their foray into the automotive industry, legacy carmakers risk being left behind in what is quickly becoming a tech war. A market as large as China, which sees sales of EVs hitting over a million units per month, needs special attention. This is why BMW has teamed up with Chinese e-commerce giant Alibaba in a quest to integrate AI into future models.

Read: Want A Ferrari 458 Shell? Alibaba Has One For $28,000

Alibaba may be best known for its online shopping empire, but like many tech giants, it has its fingers in many pies. One of these is AI, with the company doubling down on its ambitions. Alibaba’s Large Language Model (LLM) is known as Qwen, and the company has committed more than $50 billion to the platform over the next three years.

The first models to hit the Chinese market with the new tech will be the Neue Klasse series, set to roll out in 2026.

China’s Tailor-made AI Solution

Qwen is already available on models offered by some Chinese automakers, including Zeekr and Leapmotor. However, the partnership with BMW is a huge step for the platform, adding a global brand to its list.

BMW will be getting two AI agents, Car Genius and Travel Companion, to lead the charge inside the cabin. It’ll bring Alibaba-backed Banma’s Yan AI technology (based on Qwen) into BMW’s Intelligent Personal Assistant (IPA). This smart cockpit solution will enable more humanlike interaction, complex command handling, and seamless integration with digital ecosystems.

The aim will be to deliver an intuitive, AI-enhanced driving experience tailored specifically for Chinese customers. Bloomberg reports that the Car Genius will offer real-time vehicle assistance, while the Travel Companion will provide lifestyle services, intelligent trip planning, and even suggest restaurants based on user preferences, live traffic, and parking data. BMW says this will set a new benchmark in user-centric mobility.

China Matters

China is a critical market for any automaker, but with increased competition from domestic brands, companies like BMW can’t afford to play catch-up. That’s why partnering with Alibaba could be seen as a smart move, with the Bavarian manufacturer getting in on the ground level.

It’s a move that needs to pay off, too. Chinese sales of BMW and MINI brands declined by 13.4 percent in 2024, and this year’s projections don’t look great either. By investing in localized AI integration, BMW is not only hoping to boost its brand appeal but also close the gap with faster-moving domestic players.

For the automotive industry, especially in China, this partnership underscores a bigger shift. Software has become the defining factor in EV competitiveness. Local brands like BYD and Xpeng have surged ahead in the AI race, prompting legacy automakers to seek tech alliances to stay relevant. BMW’s collaboration with Alibaba is a direct response to these market dynamics.

The deal also highlights the growing dependency of European automakers on China for digital capabilities. As Mercedes-Benz’s Georges Massing recently admitted, Europe lacks the cloud and compute infrastructure necessary to train large AI models at scale, leaving traditional OEMs increasingly reliant on partners like Alibaba to deliver cutting-edge cockpit experiences.

In a market where innovation cycles are measured in months, not years, BMW’s tie-up with Alibaba might be the thing that makes a difference. As AI becomes a central battleground for automotive differentiation, those who can integrate it deeply and meaningfully into the driver experience stand to lead the next era of mobility.

With the Neue Klasse set to roll out from 2026 and Qwen-powered agents embedded in its DNA, BMW is betting big that its future in China will be written in code.

It turns out the unstoppable rise of Chinese EV exports might not be so unstoppable after all. For Western carmakers fretting about the growing threat posed by a maturing Chinese industry, we’ve got some welcome news. Exports of EVs from the Asian country have dropped by almost one fifth.

The number of electric vehicles leaving the country was down by 18 percent to 92,625 in February compared with the same month in 2024. That’s according to numbers from China Customs crunched by the analysts at Bloomberg.

Related: Locked Out Of The US, Chinese Carmakers Are Taking Over The Middle East, Latin America, Africa And Asia

A combination of tariffs on Chinese imports in Europe, the loss of government incentives, a rise in demand for PHEVs and a drop in demand for Tesla’s cars through a combination of people waiting for the facelifted Model Y and not wanting to be associated with CEO Elon Musk are partly to blame.

A Bigger Dip in Key Markets

The overall -18 percent figure disguises some much more worrying drops in demand in some key markets. Because while Thailand’s 17 percent slide to 6,252 units tallies with the total reduction, in some countries the number of imports from China halved – and it’s worth noting that some of those exports are of Chinese-built EVs with Western names.

According to Bloomberg, exports to Korea plummeted 51 percent to 3,151 units and Spaniards showed an almost equal disinterest in buying Chinese EVs: exports to Spain were down 49 percent to 2,664. Belgium’s drop in demand wasn’t quite so bad in pure percentage terms, but looks far more serious when you see just what a big player the country is in China’s export program. It accounted for 10,105 of the 92,625 cars exported in February.

Chinese EV exports by country

Exports to the UAE also make for grim reading. They were down 20 percent to 3,231 units, but not everyone was giving China’s EVs the cold shoulder. The number of cars landing in the UK fell a comparatively modest 2.9 percent to 8,362 and the Philippines was only down 0.9 percent to 8,225.

Some countries even experienced a big jump in a positive direction. Indonesia was up 79 percent, Turkiye was up 131 percent and Mexico just couldn’t get the things off the boast fast enough. Exports there were up 623 percent – though only to 7,847, putting it behind Belgium, Britain and the Philippines.

But looking at the numbers according to region rather than specific countries shows exports were down everywhere except Africa, which still only accounts for one in every 73 Chinese exports, so isn’t worth getting too excited about just yet. Asia remains the biggest destination for exports, taking half of all the EVs moved out of China and exports there dropped only 2.7 percent. But in Europe, which takes almost a third of the 93k total, they fell 30 percent, having only been down 14 percent in January.

Chinese EV exports by region

China’s auto industry is massive, fast-moving, and at times nearly impossible to follow without a flowchart and a magnifying glass. Even major Western players like Toyota and Volkswagen, both deeply entrenched in the market, operate multiple joint ventures that churn out overlapping models.

With hundreds of brands—many state-owned—jostling for space in an increasingly competitive market, the Chinese government is now pushing for a more streamlined approach. The aim is to consolidate key state-backed automakers to boost efficiency, reduce redundancy, and accelerate the country’s shift to electric vehicles.

Read: China’s Dongfeng Launches $25,000 Nammi Box EV In Europe

While speaking at a recent event in Beijing, the vice chairman of China’s state-owned Assets Supervision and Administration Commission of the State Council called for automakers to restructure and realign operations. By pooling development and manufacturing resources, the thinking goes, these companies could become more competitive, especially against agile private-sector brands.

The commission oversees approximately 100 state-owned enterprises, such as Chongqing Changan Automobile, Dongfeng Motor Corp, and China FAW Group, Nikkei Asia reports.

Back in February, South China Morning Post reported that the government was considering placing Dongfeng and Changan under a single holding group. If that happens, the merged entity could surpass BYD and become China’s largest EV manufacturer, a significant shift in the landscape.

“The restructuring, if it materialises, would be a big step towards industry consolidation and of great importance to China’s auto industry for the longer term,” a Morgan Stanley analyst said of the potential deal.

Momentum Behind Consolidation

Last year, Changan sold 2.68 million vehicles, while Dongfeng sold 2.48 million. However, they have not kept pace with BYD in the transition to EVs, and missed their sales targets for EVs last year.

Ivan Li, a fund manager at Loyal Wealth Management, noted, “The two companies’ announcements apparently point to a potential merger of the state-owned parents, though they did not give a clear-cut word on it.” He added that the government likely sees consolidation as a way to reduce internal competition and better position the sector for long-term success.

Joint Ventures Still Play a Key Role

Despite underwhelming EV performance, both companies remain deeply integrated into China’s broader automotive ecosystem. Dongfeng maintains joint ventures with Nissan, Honda, Peugeot, and Citroen, while Changan partners with Ford and Mazda. These alliances may complicate any merger, but they also highlight the strategic value of both companies in the global market.

Xiaomi’s team has been showered with praise in recent months and has probably become used to reading nothing but positive headlines. However, the Chinese carmaker is now hitting the headlines for all the wrong reasons, after the first major accident involving the SU7 sedan resulted in three fatalities. The incident has cast a shadow over the tech giant’s automotive ambitions and raised tough questions about the safety and reliability of advanced driver-assistance systems.

On March 29, a Xiaomi SU7 was traveling in China with three passengers onboard. The vehicle was driving along the Dezhou–Shangrao Expressway in Anhui Province with its Navigate on Autopilot (NOA) system engaged, maintaining a steady speed of 116 km/h (72 mph). As it approached a construction zone and a lane closed off with barriers, the SU7 struck a concrete divider at 97 km/h (60 mph), sparking a fire that ultimately engulfed the car.

Read: Xiaomi Aims To Sell More EVs In China Than All German Brands Combined

Shortly after the crash, Xiaomi released a timeline detailing the moments leading up to the collision. At 10:44:24 p.m., the SU7’s Navigate on Autopilot system issued a warning—“Obstacle ahead”—and began braking. One second later, the driver took control, steering left by 22.06 degrees and applying 31% brake pressure. Another second later, they adjusted slightly to the right by 1.06 degrees and increased braking to 38%. Despite these apparent efforts to avoid the crash, the vehicle struck the concrete barrier.

The impact immediately triggered the eCall emergency system. Within 20 seconds, the registered owner of the SU7 was contacted and confirmed he was not the driver. An ambulance was dispatched and arrived around 11 p.m., but tragically, all three occupants had already died.

The Xiaomi SU7 vehicle in China was driving at 116km/h in NOA on the highway, with the last speed reported to be 97km/h just before the collision with the guardrail.

A fire broke out after the collision, killing all three female college students in the vehicle.

Xiaomi issued a… pic.twitter.com/nxHGGYXhOR

— Tsla Chan (@Tslachan) April 1, 2025

Xiaomi says it is fully cooperating with local investigators to determine the cause of the crash. According to Reuters, which cited reporting from the Chinese newspaper Economic Observer, the father of one of the victims was told by local police that the car key failed to unlock the doors after the impact. In a statement, Xiaomi said it has not yet been able to confirm whether the doors could be opened at the time of the accident.

Shares in the Chinese technology giant fell 5% after word of the crash became public. Company boss Lei Jun has vowed to “respond to the concerns of families and society,” while investigating the crash.

Photos Weibo / Shine

With a constant stream of electric vehicles pouring out of China , trying to keep track of them all is starting to feel like a full-time job. There’s always something new vying for attention, but every now and then, one stands out from the crowd. One of the more intriguing entries, a lightweight electric sports car that first appeared back in 2022 as the SC-01, is now resurfacing—this time ready for production.

Recently rebranded as the JMEV01, the coupe is finally set to hit the Chinese market on April 15, after spending some time under the radar. Visually, it lands somewhere between the Tesla Roadster and a Lancia Stratos, which is no bad thing.

Read: The SSC SC-01 Is A $42,000 Chinese Electric Sports Car With 429HP

The SC-01 was originally the brainchild of a startup called Small Sports Car (SSC), but it has since found a new identity under the JMEV brand. JMEV itself is part of Jiangling Motors Corporation (JMC), a Chinese automaker that was once partnered with Renault—at least until the French walked away from the joint venture in 2023. Now, the project is getting financial backing from Xiaomi, as CarnewsChina reports. Welcome to the overlapping Venn diagram that is the Chinese EV industry.

Prices for the JMEV01 are expected to start under 300,000 yuan, or roughly $41,300, and the official launch is scheduled for mid-April.

At a time when most EVs seem to double as workout equipment for suspension engineers, the JMEV01 represents a welcome change. It’s underpinned by a tubular spaceframe chassis and reportedly tips the scales at just 3,009 lbs (1,365 kg). To put that into perspective, the similarly sized MG Cyberster weighs 4,376 lbs (1,985 kg) in its flagship guise, so JMC has clearly done some clever things to keep the weight down.

Range and Performance

We don’t yet have specifics on the battery pack’s capacity, but we do know it’s being sourced from CALB and is expected to deliver up to 323 miles (520 km) of range on the CLTC cycle. That energy feeds a pair of electric motors producing a combined 429 hp (320 kW), good for a 0–62 mph (100 km/h) sprint in just 3.9 seconds.

The exterior design of the JMEV01 is something to behold. In a world where many EVs look unnecessarily futuristic and are dominated by smooth surfaces and curved lines to aid in aerodynamics, this sports car looks more traditional, and is all the better for it. The front end includes sharp headlights with black surrounds, a large grille and air intakes, and a clamshell-style hood.

From the rear three-quarter angle, the Lancia Stratos inspiration becomes impossible to miss. The JMEV01 features a flat decklid, a tidy lip spoiler, circular taillights, and a blacked-out bumper—details that give it the look of a rally icon filtered through Chinese lens.

More: China’s Giant Space Solar Station Could Beam Endless Power To EVs And Homes

It’s still too early to say whether the JMEV01 will live up to its promise, but on paper, it’s ticking a lot of the right boxes. If nothing else, it’s proof that not every EV coming out of China has to be a 5,000-pound tech pod shaped like a jellybean with lightbars.

As Canada braces for the impact of steep 25% tariffs on vehicles it exports to the United States, a missed opportunity is coming back into focus. Chinese automaker BYD reportedly expressed interest in investing in Canadian manufacturing but backed off after encountering significant pushback. With Trump’s new tariffs set to take effect on April 2, some are now wondering if Canada might need BYD more than it realized.

More: Canada Freezes Musk’s $43M Tesla EV Rebate Claim After Rapid-Fire Sales, Bans Future Subsidies

China’s ambassador to Canada, Wang Di, said moves made by the Canadian government have “seriously dampened” the confidence of Chinese companies to invest locally. For example, three Chinese mineral firms have been ordered to divest their assets, TikTok’s Canadian branch has been closed, and AI firm DeepSeek has been banned, all in the name of national security.

Why Canada Shut the Door on BYD

This hardline approach toward Chinese firms—including BYD—has been framed as a move to protect domestic industry, ensure national security, and align with US concerns. American officials, including former President Biden, had warned that Chinese automakers might try to use Canada as a backdoor into the US market. But with President Trump reimposing tariffs, the rationale for walling off Chinese investment may be shifting.

A recent report by The Logic suggests that if US-Canada trade alignment is no longer a priority, Canada might do well to reconsider its position. Letting BYD invest could bring clear benefits, especially with Canadian auto jobs now potentially at risk.

“BYD had carefully thought about coming to Canada to make investment. But they met huge difficulties, restrictions and obstruction, and they had to give up the idea of investing in Canada. And I heard that they have moved to other countries, and they have been very successful there,” Wang Di told The Globe and Mail.

Read: Chinese-Owned EV Brands Gain Momentum In Europe, Collectively Outsell Tesla

“If BYD was successful in investing in Canada, then I think the result would be the Canadian consumers would have been able to enjoy the EVs with the latest technology, with very good quality and with a cheaper price. Isn’t that a good thing?,” he added.

Too Little, Too Late?

If Trump’s tariffs force car manufacturers to shift more of their production to the United States, countless jobs could be lost throughout Canada’s auto manufacturing sector. Now, it’s Canada that may need BYD more than the Chinese automaker needs it.

However, that ship might have already sailed. According to BYD spokesperson Frank Girardot, BYD does not have any plans for manufacturing in Canada and will simply continue to service the company’s buses that some transit operators in the country use.

New Poll: American Voters Support Federal Investments in Electric Vehicles Broad, Bipartisan Support for EV Investments and Incentives that Lower Costs, Expand Access, and Help the U.S. Beat China in the Race for Auto Manufacturing WASHINGTON, D.C. – A new bipartisan national poll conducted by Meeting Street Insights and Hart Research finds broad public support …

The post Support for Electric Vehicles appeared first on Alternative Energy HQ.

Modern solar panels are vastly more efficient than those 20 or 30 years ago, but they’re still prevented from operating at peak performance 24/7 by bad weather and nighttime darkness. Just imagine if you could collect all that solar energy uninterrupted from space. Well, China thinks it can.

Chinese scientists plan to build a huge solar power station that will sit more than 20,000 miles (32,000 km) above the surface of the Earth, measuring around 0.6 miles (1 km) across when fully built. In addition to getting access to constant sunlight, space-based solar stations enjoy energy density that’s 10 times greater than what you might get from the roof-mounted solar panels on your house because the sunlight in space is that much more intense.

More: Electric Fiat 500 Drives At Highway Speeds Without Running Down The Battery Thanks to Inductive Charging

Wondering how all those lovely clean Watts are pumped back to Earth? It’s done by converting the electricity into microwave radiation, which is then beamed to a fixed antenna on terra firma, Popular Mechanics explains. And the man behind the technology says it’s no, er, flight of fancy.

“We are working on this project now,” Long Lehao, a rocket scientist and member of the Chinese Academy of Engineering (CAE), told SMCP. “It is as significant as moving the Three Gorges Dam to a geostationary orbit 36,000km (22,370 miles) above the Earth.”

Three Gorges Dam on Yangtze River (credit: Wikimedia Commons)

Big Ambitions, Even Bigger Engineering

China’s Three Gorges Dam (pictured above) is a hydroelectric power station that opened in 2012 and whose 100 billion kWh annual power generation capacity makes the Hoover Dam look like a dripping tap. Long claims the energy collected in one year from the space station would be “equivalent to the total amount of oil that can be extracted from the Earth.”

More: World’s First Permanently Electrified Road For EV Charging On The Move

The Three Gorges was such a mammoth project that it took 18 years to complete, and there would be no quick turnaround on the solar space station project, either. The massively complex build process required to get all of the solar station’s parts into orbit – including developing a heavy-lift rocket for the job – means it’ll be years before it’s powering our lights and electric cars.

But if it works? It could light up cities, power EVs, and quietly reshape how we think about renewable energy—without ever casting a shadow.

Opening image is a rendering

IM Motors is ready to enter Australia’s rapidly growing EV market, which, let’s face it, is already dominated by Chinese cars. However, the company is making a somewhat strange move with its branding: the vehicles will be marketed under the newly named IM Presented by MG Motor brand. We’ll let that name sink in for a moment—yeah, it doesn’t exactly trip off the tongue. But despite the curious moniker, the company plans to introduce two intriguing models locally.

The IM5 and IM6, which are already on sale in China under the names L6 and LS6, will be the vehicles taking center stage. There’s no official explanation for the name change in Australia, but what we do know is that both cars will be built in right-hand drive from the factory, thanks to a collaboration between SAIC, Alibaba, and Zhangjiang Hi-Tech.

Read: IM Motors LS6 Secures 10,000 Orders In One Week, Offered With Up To 787 HP

At this point, IM Presented by MG Motor—yes, we’re still trying to get used to that—hasn’t provided many specifics about the Australian versions of these cars. However, it’s safe to assume that they’ll likely be very similar to the models already available in China. The sleek IM5 will serve as a rival to the Tesla Model 3 and BMW i4, but is longer and wider than both of them, and has been tipped to start at around AU$70,000 (about $44,200 at current exchange rates) while topping out at AU$95,000 (~$60,000).

In China, IM sells the sedan and SUV with 400V, 800V, and 900V electrical architectures and 75 kWh, 83 kWh, and 100 kWh battery packs. Entry-level rear-wheel drive models pump out 290 hp (216 kW) and 332 lb-ft (450 Nm), while the flagship versions churn out a monstrous 776 hp (579 kW) and 590 lb-ft (800 Nm). The IM5 sedan can reportedly hit 100 km/h (62 mph) in just 2.74 seconds, while the SUV needs 3.48 seconds.

Like so many other new EVs out of China, the cabins of the two cars are very tech-focused and come outfitted with plenty of plush materials. Key standouts include a large screen on the console for the climate control, much like what you’ll find in a Porsche Taycan, and then a single panoramic screen for the gauge cluster and infotainment system.

There are also twin wireless phone chargers, cupholders, and several accessories, including a table and a large wireless charging pad that can hold devices or even reading lamps.

“We’re thrilled to introduce IM Presented by MG Motor to the Australian market, setting a new benchmark for luxury electric driving,” MG Motor Australia’s chief executive Peter Ciao said, according to Drive. “With cutting-edge innovation wrapped in elegant design, both the IM5 and IM6 deliver an uncompromising blend of performance, refinement, and range – offering drivers the freedom to go further in absolute comfort. This is the future of premium electric mobility, and we’re proud to bring it to Australia and further extend our EV offering to Australian drivers.”