The auto industry’s pivot to electric vehicles was never expected to be seamless, but a recent shift in buyer sentiment suggests the transition may be hitting more resistance than anticipated. According to a new study, a growing number of car shoppers are once again leaning toward combustion engines, reversing some of the momentum EVs had built in recent years.

A report from professional services firm EY indicates that EV adoption is slowing worldwide, in part due to shifting policies like those recently enacted in the United States.

Read: Ford’s CEO Applauds Trump’s CAFE Rollback, Says They Were Forced Into EVs

Among consumers planning to buy a new or used vehicle within the next 24 months, about half now say they intend to purchase one powered by a combustion engine. That marks a 13 percent jump from the previous year, a sharp turn in consumer preference.

Declining Appetite for Electrics and Hybrids

That’s not the only surprising conclusion from this study. EY’s report also notes that the preference among new and used car buyers to buy a battery-electric vehicle has dropped by 10 percent, landing at just 14 percent overall.

The picture for hybrid models isn’t much brighter. Interest in those models has dipped by 5 percent, now sitting at 16 percent. And among those still considering an EV, more than a third, or 36 percent, say they’re either rethinking their decision entirely or planning to delay their purchase, citing geopolitical developments as a major factor.

It’s possible that this trend could continue. Less than a year into President Trump’s second term, several policy changes have already been implemented that are more favorable to internal combustion engine vehicles. These measures are expected to influence both consumer behavior and manufacturer output in the coming years.

Policy Reversals Take Hold

Earlier this month, he officially rolled back CAFE standards, opening the door for car manufacturers to build more combustion models. Automakers argue this aligns with actual consumer demand, claiming Americans still largely prefer these vehicles over their electric counterparts.

Europe is seeing a similar recalibration. Two years ago, the European Union announced plans to effectively ban the sale of new combustion vehicles by 2035.

However, this ban appears increasingly likely to be relaxed, opening the door for hybrid models, and combustion-engine cars using e-fuels to be sold beyond 2035. This will no doubt have a significant impact on EV sales throughout the region.

Sources: EY, Reuters

Fiat is stepping into the spotlight once again, this time with a crossover that will expand the growing Panda lineup. The new model carries forward the Panda’s character, scaled up with a larger footprint and shaped by a fastback silhouette.

Two camouflaged prototypes of the production version of the 2024 Fastback concept were recently spotted in a parking lot, offering a clearer look at the exterior and, for the first time, a glimpse inside the cabin. The latest test cars have ditched some of their camouflage, revealing more of what’s in store.

Review: New Fiat Grande Panda Hybrid Makes Budget Look Cool Again

The LED headlights look similar to the Grande Panda, but they are slimmer and have tear-style extensions for a more modern look. These flank a concealed front grille that’s expected to carry over the pixel-like graphics and retro Fiat emblem found on the smaller sibling.

We can also see the lower bumper intake and a discreet skid plate with a metal-style finish. One of the prototypes has a red bodywork and rides on black steel wheels, which if intended for a base trim, are likely to be paired with hubcaps on the final production version.

Baldauf

The side view reveals standard door handles and sculpted fenders that add some definition to the bodywork. More notably, both the greenhouse and metal panels appear distinct from those on the Citroen Basalt, a related model currently on sale in markets like South America and India.

More: Fiat’s Panda Camper Is Back Pretending It’s An Overlander

Naturally, the standout feature of the Fastback is its rear section, where a sloping roofline meets slim LED taillights for a clean, tapering finish. One of the prototypes has shed its heavy camouflage, exposing the rear glass and an integrated ducktail spoiler. The rest of the tail keeps things more upright, with boxy surfacing, a wide tailgate, and the license plate positioned on the rear bumper.

The model, overall, feels like a natural evolution of the original concept, though its design has been moderated in typical fashion for production. If the Grande Panda is any indication, expect the exterior to include a handful of playful Easter Eggs, likely paying homage to the classic four-stripe Fiat emblem.

How Does It Look Inside?

Baldauf

Surprisingly, one of the prototypes had an uncovered interior. The interior layout diverges from that of the Grande Panda and even from its mechanical relatives, the Opel Frontera and Citroen C3 Aircross.

The dashboard pairs a compact digital gauge cluster with a larger central infotainment screen. Below that, leather-effect trim lines the dash, while glossy black plastic surrounds the oval-shaped center console for a bit of contrast.

A row of physical buttons sits along the lower part of the console, and the automatic gear selector appears to be the same unit used in several Stellantis models.

Other highlights include the two-spoke steering wheel that has the same shape with the Opel Frontera, and the new seats with a square pattern and semi-integrated headrests.

Multiple Powertrain Options

As with the rest of the future Panda family, the fastback will ride on the budget-oriented Smart Car architecture. It is expected to be offered with gasoline, mild-hybrid, and fully electric powertrain options, most likely shared with the aforementioned Citroen and Opel SUVs.

Fiat plans to offer the model in both European and South American markets, with an official reveal expected in early 2026. A year after that, it may be joined by a more traditionally shaped sibling, an SUV with a boxier rear end and added cargo space.

That model is rumored to revive the Multipla name and could square off against the likes of the Dacia Duster and Bigster.

Baldauf

The new Ora 5 has been spotted out in the wild and covered in disguise, but it wasn’t cruising around China at the time. The electric crossover was caught testing on European roads, confirming that Great Wall Motor is preparing to launch the its first SUV outside its home market.

And yes, that’s the same Ora that got under Volkswagen’s skin a few years ago with the Punk Cat, a car that looked like a mashup of the classic and modern Beetle. This time, the design direction is different, but you’ll still find yourself thinking about certain Porsche models, particularly the Macan and 911.

Review: Great Wall’s Haval H6 Promises Refinement But Trips Over Its Own Power

If the shape under the camouflage looks vaguely familiar that is because the Ora 5 shares plenty of design ideas with the little Ora 3, which was previously known as the Funky Cat in Europe, and goes by Good Cat in China and GWM Ora in Oz.

Imagine an Ora 3 fed a diet of protein shakes and roof rails and you’ve got a solid handle on the 5’s look.

The rounded lighting signatures are still there, as is the smooth surfacing that has become something of an Ora trademark. Even wrapped up, the car looks friendlier than most compact SUVs, which is very much the point. Ora wants cute but practical, not angry and aggressive.

Already Unveiled in China

Don’t bother straining too hard to make out the final design, though. Ora has already revealed the 5 in full in Asia and we’ve included pictures of that at the bottom of the post so you can get a fuller idea of what to expect when European sales start in 2026.

Tough competition

SH Proshots

We also know from the earlier static launch that the 5 measures just under 4,500 mm (177 inches) long and has a 2,720 mm (107.1 inches) wheelbase, putting it squarely in the heart of Europe’s most competitive EV segment.

That means it will be lining up against everything from the BYD Atto 3 and Peugeot e-2008 to the Kia EV3 when it finally lands.

Under the skin the Ora 5 uses a single electric motor producing 201 hp (204 PS / 150 kW) paired with an LFP battery. Capacity has not been officially confirmed, but Car News China suggests 63.87 kWh and 83.49 kWh options are likely since that’s what’s offered in the mechanically similar Lightning Cat sedan.

Screen-Heavy Interior

Inside it borrows heavily from the facelifted Good Cat/Ora 3, including a big, floating infotainment screen running GWM’s Coffee OS and featuring some climate functions built into the display.

But you still get a few physical toggles further down the console for key controls, while a two-spoke steering wheel, 10-inch digital cluster, wireless phone charging and ambient lighting round out the cabin upgrades.

For Europe, the timing makes sense. Ora has already dipped its toe into several markets with mixed success and the brand badly needs a volume product that fits current tastes. A small electric crossover like this could really help Ora make its mark.

Auto Home

According to multiple reports, the European Union is working on a new proposal that would create an “E car” category. These would be small electric vehicles that are less advanced than traditional models.

The details are still in flux, but a draft proposal is expected to be released soon and Nikkei says the “relaxed technical requirements” could help to lower costs for European automakers. This would enable them to better compete with the onslaught of Chinese companies that have invaded Europe.

More: China’s Car Brands Are Quietly Eating Europe’s Lunch

The report suggests a number of currently mandated safety systems could be removed from E vehicles. This could include things like drowsiness detection systems that are designed for use on long distance trips.

If everything pans out, prices of small electric vehicles could drop by 10 percent to 20 percent. This could result in a number of new European EVs priced from €15,000 to €20,000 (equal to around $17,500 to $23,300 at current exchange rates).

While the size and weight of E cars is still to be determined, the publication suggested that some Japanese kei cars could meet the criteria “without any specification adjustments.” This would be a boon to automakers as they could easily export existing models to Europe.

Automotive World reports Stellantis, Renault, and Volkswagen could be the biggest beneficiaries of the move. The companies already offer small electric vehicles and even more are in the works. However, it remains unclear if these upcoming models would qualify for the category.

It’s also important to note that any changes would likely be a ways off. Following the introduction of the draft proposal, we can expect bureaucracy to take hold and slowly advance the idea. At current estimates, it could be a “few years” before E cars are launched, assuming they get approved in the first place.

Sources: Automotive World, Nikkei

Not long after carmakers caught a break from former US President Donald Trump, who relaxed stringent fuel economy standards, Ford chief executive Jim Farley has written an op-ed urging the European Union to adopt more pragmatic EV targets. Without them, he warns, the region could be swallowed up by fast-moving Chinese entrants.

Read: Ford’s Jim Farley Was “Shocked” After Tearing Down Chinese And Tesla EVs

In a Financial Times op-ed, Farley accuses European policymakers of crafting unrealistic regulations, only to revise them late in the year, creating what he calls a “recipe for turmoil.”

Ford’s CEO argues this approach costs automakers billions in investment by interrupting the “complex cycle of product design, engineering, and supply chains.”

A New Approach is Needed

While speaking in the White House last week, Farley noted that Biden-era policies were unreasonable and not in line with consumer demand. He’s drawn a direct comparison to the situation in Europe, pointing out that EV market share across the EU has stalled at around 16 percent, well short of Brussels’ 25 percent goal for 2025.

“The approach to regulation – mandate it and they will buy it – has failed,” he writes. “We must align carbon targets with actual market adoption and provide automakers with a realistic and reliable 10-year horizon. This includes giving consumers the option to drive hybrid vehicles for longer, bridging the gap rather than forcing a leap to EVs they aren’t ready to take.”

Farley also notes that Europe’s automakers have already poured hundreds of billions into electrification. In return, he believes governments need to step up with serious purchase incentives and support for charging infrastructure that goes well beyond affluent urban neighborhoods.

China Looms Large

The Blue Oval’s boss isn’t just concerned with government policy. He’s also keeping a close eye on the momentum of Chinese automakers. With massive overcapacity and a strong foothold in battery tech, China is now in a position to flood the European market. Over the past year alone, Chinese EV brands have doubled their market share in the region.

“EU vehicle production is now 3mn units below pre-Covid levels,” Farley notes. “Plants are going dark. In 2024 alone, 90,000 jobs in the automotive industry evaporated. These are the kinds of jobs that sustain European social stability”.

This isn’t a hypothetical threat. Farley argues that a combination of subsidized Chinese EVs and rigid carbon mandates could upend the local industry faster than policymakers anticipate.

“To be clear, the industry is not asking for a bailout,” he adds. “We are not asking for protectionism to shield inefficiency. At Ford, we will continue to do the hard work of restructuring. We have closed legacy facilities, reduced our workforce and slimmed down costs to become more agile….But if Europe wants to avoid becoming a museum of 20th-century manufacturing, we need an urgent reset and a long-term plan.”

“This is not a transition,” he warns. “It’s more like a wind-down of Europe’s automotive industry.”
Without immediate course correction, Farley argues, Europe’s industrial backbone could slip into long-term decline.

Source: Financial Times

Ford has finally found a way back into Europe’s affordable small-car market by borrowing one of Renault’s smartest ideas.

Related: Renault Is Emptying Its Secret Vault And The Concept Cars Inside Are Unreal

The two automakers have announced a new strategic partnership that will see Ford launch at least two electric cars for Europe using Renault’s Ampr EV platform, the same architecture used in the Renault 4 and 5.

What’s Replacing the Fiesta?

One of Ford’s upcoming EVs is expected to become a spiritual successor to the Fiesta, a car Ford unceremoniously killed off in 2023 after eight generations and nearly five decades.

The new electric supermini is due to arrive in early 2028 and will be built alongside the Renault 5 at Renault’s ElectriCity complex in Douai, France.

The second model will likely be a compact electric crossover based on the Renault 4, potentially replacing the Puma Gen-E somewhere down the line.

Given Ford’s Explorer EV is based on VW’s ID.4 you might have expected Ford to borrow the upcoming ID.Polo and ID.Cross’s MEB platform for its new small cars, but instead it turned to Renault.

Crucially, Ford is insisting these won’t be lazy badge-engineering exercises. Unlike the new Nissan Micra, which is essentially a rebodied Renault 5, Ford says its new EVs will be “distinct Ford-branded vehicles” designed in-house.

Expect unique styling, bespoke interiors, and chassis tuning aimed squarely at delivering the driving feel Ford fans expect.

Under the skin, though, the shared EV hardware will be identical. That likely means front-mounted motors producing 121 hp (122 PS / 90 kW) in regular versions and 215 hp (218 PS / 160 kW) in a reborn Fiesta ST, plus battery options of 40 kWh and 52 kWh.

Can It Save Ford in Europe?

For Ford, time is of the essence. With Focus production ended, the Fiesta long gone and its Explorer and Capri electric SUV and crossover underperforming, the brand’s market share has cratered.

A Fiesta-sized EV priced close to the Renault 5’s expected €25,000 (£22k/$29k) mark could be exactly what Ford needs to regain relevance.

But a new lineup of subcompact EVs isn’t all we’ll see as a result of this partnership. The duo has also agreed to explore the possibilities of joining forces for new light commercial vehicles.

About two years ago, Germany scrapped a key set of electric vehicle subsidies, only to find out just how dependent its EV market had become on them. The drop-off in sales was sharp enough to prompt a policy reversal.

Now, not only are purchase incentives making a comeback from January 1, 2026, but a generous tax break is being extended for another five years.

Read: Germany Brings Back EV Incentives To Save Its Auto Industry

It’s been confirmed that any new electric vehicle registered in Germany will be exempt from motor vehicle tax through December 31, 2035. Lawmakers have agreed to keep the registration window open until the end of 2030, meaning any EV signed off before that deadline will enjoy the full exemption through to the end of 2035.

According to Manager Magazin, the original tax exemption had been set to expire at the close of this year. The extension received broad support across parliament, with every party backing it, except for the right-wing AfD.

According to Stefan Korbach, a member of the federal parliament, the tax break is intended to encourage more people to enter the EV market while also supporting Germany’s automotive sector at large.

Purchase Incentives Return

The return of the tax exemption isn’t the only policy lever being pulled to revive electric vehicle demand. As noted, the federal government plans to reintroduce purchase incentives starting in 2026, with a focus on helping lower- and middle-income households afford new EVs.

The program will provide incentives of up to €4,000 ($4,660) toward the purchase of a new EV priced under €45,000 ($52,400), a significant reduction from the previous scheme, which allowed for vehicles up to €65,000 ($75,700).

Eligibility is expected to be limited to individuals earning less than €45,000 ($52,400) annually, which naturally narrows the pool of potential recipients. It’s worth noting that buyers earning under that threshold may find more breathing room in the used EV market rather than in showrooms.

Between 2016 and 2023, Germany’s earlier EV subsidy initiative disbursed around €10 billion ($11.6 billion) in payments to buyers.

Source: Manager Magazin

A new generation of the Mercedes-Benz GLB has arrived, and while the silhouette remains true to the blocky, upright form of the original, there’s quite a bit going on beneath the surface.

Offered in both 5- and 7-seat configurations, the 2026 GLB debuts as an all-electric model and, for now, serves as a replacement for the EQB in everything but name. Hybrid versions will follow later, but the first wave is electric-only.

Read: New Mercedes GLB Goes Big On Screens And Stars

Two versions of the new generation GLB are launching out of the gate. The first, labeled GLB 250+ with EQ Technology, features an 85 kWh lithium-ion battery and adopts an 800-volt electric architecture.

It powers a single rear-mounted motor rated at 268 hp and 247 lb-ft of continuous torque, with a short-term boost up to 335 lb-ft. Acceleration from 0–62 mph (100 km/h) takes 7.4 seconds, and range is quoted at 392 miles (630 km) on a full charge, olid figures for a compact SUV in this category.

Sitting above the 250+ is the 350 4Matic with EQ Technology. The name might not stick in your memory, but the numbers probably will. This dual-motor variant adds a front axle motor for all-wheel drive, producing a combined 349 hp and 380 lb-ft of torque.

Range takes a slight dip to 382 miles (615 km), but the extra grunt cuts the 0–62 mph time down to 5.5 seconds.

Mercedes has also confirmed a more affordable electric entry-level version will join the lineup next year, followed by a hybrid variant using 48-volt architecture. Three power levels will be available across front- and all-wheel drive formats.

Starry Eyed

Like other new-generation Mercedes models (think CLA and GLC EQ), the GLB adopts a more expressive front end. A large grille dominates the nose, flanked by redesigned headlights with intricate star-shaped DRLs and a full-width light bar. It’s not a particularly handsome looking SUV, but neither is the outgoing model.

The rear-end is perhaps the most controversial angle of the 2026 GLB. The taillight treatment leans into the styling language seen on the brand’s EQXX Concept from a few years back, with vertically oriented clusters connected by a slim light bar. The signature star pattern makes another appearance here.

How Much Bigger Is It?

The new electric GLB has grown in nearly every direction compared to both the previous EQB and the combustion-powered GLB it effectively replaces in this segment. At 4,732 mm (186.3 inches) in length, it’s 48 mm (1.9 inches) longer than the EQB and a full 98 mm (3.9 inches) longer than the earlier GLB. Width is up as well, now measuring 1,861 mm (73.3 inches), 27 mm (1.1 inches) wider than both predecessors.

Interestingly, height has gone the other way, dropping slightly to 1,687 mm (66.4 inches), which makes it 14 mm (0.6 inches) lower than the previous models.

The wheelbase sees the most notable stretch, now sitting at 2,889 mm (113.7 inches), a 60 mm (2.4 inches) increase over earlier versions. That extra length between the axles should improve interior space, particularly in the second row.

One small trade-off comes in maneuverability: the turning circle has grown marginally, from 11.7 m (38.4 feet) in the old GLB to 11.9 m (39.0 feet) in the new electric version. Boot capacity is also up, with 667 liters (23.6 cubic feet) available in the rear and 127 liters at the front (frunk).

An All-New Cabin

A big step into the future has also been made with the GLB’s interior. Like the CLA, it can be optioned with the Mercedes Superscreen, consisting of a 10.25-inch driver display, a 14-inch infotainment screen, and a 14-inch display for the passenger.

As with other new Mercedes-Benz interiors, the dash of the GLB is almost completely flat, largely free of any interesting design details.

It runs on the fourth-generation MBUX system that includes Microsoft and Google artificial intelligence. The screen runs on the Unity Game Engine and includes the MBUX Virtual Assistant, based on ChatGPT4o. Clearly, Mercedes was eager to make the GLB as tech-focused as possible.

At this point, pricing is confirmed only for Germany. The GLB 250+ with EQ Technology starts at €59,048 ($68,700), while the 350 4Matic comes in at €62,178 ($72,400). US pricing hasn’t been announced yet, but expect a similar spread when it arrives in other markets next year.

Photos Mercedes

Tesla has added a no-frills Model 3 Standard to its revamped European lineup in a bid to boost flagging sales, months after the stripped-down EV made its US debut. But the EU versions of the entry-level 3 come with one piece of retro kit denied US buyers – who might not even notice it’s missing.

We’re talking about an FM radio, equipment that hasn’t been worth bragging about since Gerald Ford was in the White House.

Related: Tesla’s Standard EVs Don’t Even Have A Radio, But Will You Care?

In the US, only Model 3 Premiums and up get the radio, a decision rooted more in cost saving than any lingering notion that a radio is a luxury item. Neither gets an AM radio, by the way, and only the EU version has a digital radio.

According to a 2023 study, cutting the radio unit could save Tesla around $50–70 per car, since it no longer needs to shield radio waves from interference created by the electric motors.

In other respects, the EU-spec Model 3 Standard (€36,990 in Germany) follows the US car’s lead. It gets a smaller battery versus the €44,990 Premium that cuts the WLTP range from 466 miles (750 km) to 332 miles (534 km), and the trip to 62 mph (100 kmh) takes 6.2 seconds instead of 5.2 seconds.

Bye-bye, rear touchscreen

Alloy wheels are replaced with 18-inch steelies and plastic hub caps, and the ambient lighting, rear touchscreen, electrically adjustable steering column, and heated rear seats are gone. You also get simple cloth on the chairs and a hi-fi downgrade from nine to seven speakers.

And there’s one other significant change that you won’t spot until you drive down the road for the first time. The Standard Tesla makes do with basic passive shock absorbers, whereas the Premium gets slightly more sophisticated frequency-dependent shocks that deliver a smoother ride. 

But as with the US Standard, the EU base trim retains its panoramic glass roof. The Model Y Standard also keeps its glass roof, but mean old Tesla covers it over from the inside to remind you that you were too tight to pay for the Premium.

The base Y, which also loses its front and rear light bars and alloy wheels, is now on sale in the UK (for £41,990), as well as the EU. But so far, the Model 3 Standard is not available in Britain.

Tesla

Hongqi cars may be a common sight across China, but beyond its home market, the brand remains something of a mystery to most car buyers. That may soon change. China’s oldest and most luxurious automaker has set its sights on a sweeping European expansion, planning to introduce 15 electric and hybrid models and bring them to 25 markets by 2028.

Read: China’s Most Luxurious Brand Is Coming For Europe With 15 New Models And It’s A Red Flag

Like many of its Chinese peers, Hongqi sees global growth as essential, and Europe is high on the list. The brand’s plans, however, face a complicated landscape. The European Union has imposed heavy tariffs on Chinese-built electric vehicles, raising both costs and stakes.

In response, Hongqi is said to be exploring local production. Potential manufacturing sites are reportedly under consideration in southern Europe, eastern Europe, and the Nordic region. Building cars within the EU could soften tariff impacts and make logistics smoother, especially as the company works to establish itself in a new market.

Hongqi, a division of state-owned FAW, has sold just 771 vehicles in Europe through October, a modest figure compared with its home market reach. That number, though, may serve more as a baseline than a limit.

Its most significant newcomer is the EHS5, a mid-size electric SUV first shown at the Munich Motor Show. The model runs on an 85 kWh lithium-ion battery and offers a range of 342 miles (550 km).

European specifications haven’t yet been finalized, but in China the EHS5 comes in two versions: a 339 hp rear-wheel-drive model and a 610 hp all-wheel-drive setup. Until now, the EHS7 has been Hongqi’s top seller in Europe, but the new SUV could change that balance.

Pricing will be key to Hongqi’s success in Europe. Fellow Chinese brands, like MG, Chery, and BYD, have been steadily growing their sales across the region thanks to cut-price models.

FAW’s design chief, Giles Taylor, told Auto News that Hongqi’s government ties give it access to technology “at prices that you just wouldn’t believe.” That cost structure could be a powerful advantage.

“We can then leverage that pricing power whether it’s in domestic market or in Europe,” he said. “Do you really want to spend €5 for a Starbucks coffee when there’s a new little startup brand around the corner selling coffee for €1.50?”

Sources: Auto News

Five years ago, Lotus vowed to go fully electric, rolling out a host of battery-powered models like the Eletre, Emeya, and Evija. Yet, like several other automakers now revisiting the middle ground, it seems the British brand can’t entirely turn its back on hybrids.

Read: Lotus Hyper Hybrid Can Run 100% On ICE-Power

The first compromise looks set to arrive in the form of a plug-in hybrid Eletre, blending the company’s electric ambitions with a dose of combustion practicality. About a year ago, Lotus offered a glimpse of its newly developed hybrid system but has since kept the details close to its chest. That quiet stretch appears ready to end.

Hybrid Plans Take Shape

During the company’s most recent earnings call, chief executive Feng Qingfeng confirmed that Lotus’s first plug-in hybrid will pack 912 hp. The model will reach Chinese showrooms in the first quarter of 2026, with European deliveries following later that year.

The company has so far committed to launching three PHEVs. If the first of these is a new version of the Eletre, the second may be a hybrid version of the Emeya sedan.

As for the third model, Lotus has confirmed it will be a smaller SUV, slotting below the Eletre. This model will be launched in 2027 and is currently known as the Vision X.

Inside the Hyper Hybrid

Lotus has named its new powertrain the ‘Hyper Hybrid,’ built around a 900-volt electrical platform designed for ultra-fast charging. The system allows the battery to charge from 10 to 80 percent in just ten minutes when connected to suitable infrastructure.

The company also notes that the combustion engine will serve as a generator for “on-the-drive” charging, replenishing the battery while the car is in motion.

Lotus has not provided any details about the combustion engine it will use. That said, it’s a safe bet that it will be a turbocharged four-cylinder, as reported by Autocar.

Expanding The Range

Feng explained that adding hybrid models broadens the company’s reach, particularly in regions where full EV adoption has been slower.

“The introduction of hybrid models offers more choice for luxury vehicle buyers and will help us expand into broader markets, including regions with slower EV adoption, such as Italy and Spain and Saudi Arabia,” he said.

Review: We Drove Lotus’ Electric SUV To See If It Can Silence Its Haters

In addition to offering performance comparable to its all-electric models, the PHEVs from Lotus will boast far greater driving ranges. Whereas the electric Eletre has a range of between 254 and 373 miles (409 – 600 km), models equipped with the Hyper Hybrid system will be able to travel up to 684 miles (1,100 km) between stops.

Sources: Lotus, Autocar

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.

Chinese carmakers continue to accelerate their presence across Europe, steadily carving out a larger slice of the market. Once regarded as niche entrants, they now account for a 6.8 percent share of total European sales in October, with powerhouses like SAIC and BYD leading the charge while Tesla’s momentum falters.

Chinese Brands Gain Ground

In that month alone, around 75,000 vehicles from Chinese brands were sold across the European Union, the UK, and EFTA nations, which include Iceland, Liechtenstein, Norway, and Switzerland.

SAIC enjoyed a particularly strong month, with sales soaring from 17,552 in October last year to 23,860 this October. Across the January-October period, its sales have also risen 26.6 percent from 197,686 to 250,250 units.

Read: BYD’s European Expansion Is About to Explode

BYD is also enjoying a surge in demand and has almost triple Tesla’s sales. In October, the company sold a total of 17,470 vehicles across the region, a 206.8 percent rise from 5,695 last October. Year-to-date, its sales have increased by a monumental 285 percent, from 35,949 to 138,390 units.

Tesla’s Bloodbath

Things are not looking so pretty for Tesla. In October, its European sales slipped 48.5 percent from 13,519 units in the same month last year to just 6,964 in 2025. That means it fell even behind Porsche, which itself recorded a 26 percent sales decline but still usurped Tesla with 7,653 sales. Through the first ten months of the year, the American brand’s local sales have fallen 29.6 percent to 180,688.

Of the new cars sold by Chinese brands across the region in October, 36 percent were battery-electric vehicles. Of these, the small BYD Dolphin was the best-seller.

EU + EFTA + UK New Car Sales

Europe Sales Rise

Across Europe, new car registrations have edged up 1.4 percent, with battery-electric vehicles now holding a 16.4 percent share.

In the first ten months of 2025, 1,473,447 new battery-electric cars were registered across the EU. This growth owes much to the four largest markets, including Germany (+39.4%), Belgium (+10.6%), the Netherlands (+6.6%), and France (+5.3%), which together make up 62 percent of the total. In October alone, year-on-year battery-electric registrations rose by 38.6 percent.

Hybrid-electric cars continue to dominate as the most popular powertrain, holding a 34.6 percent share of the market. Between January and October 2025, registrations reached 3,109,362 units, led by Spain (+27.1%), France (+26.3%), Germany (+10.3%), and Italy (+8.9%).

Plug-in hybrids are also on the upswing, totaling 819,201 registrations, a 43.2 percent increase over last year. Demand has been especially strong in Spain (+109.6%), Italy (+76.5%), and Germany (+63.4%). Plug-in hybrids now represent 9.1 percent of all EU registrations, up from 7 percent a year ago.

Petrol-powered cars still hold 27.4 percent of the market, though their share has dropped from 34 percent last year as combustion sales continue to contract. Through October, petrol registrations fell 18.3 percent across major markets, with France down 32.3 percent, Germany 22.5 percent, Italy 16.9 percent, and Spain 13.7 percent.

Diesel continues its downward trend too, shrinking by 24.5 percent to a 9.2 percent market share.

Tesla took to X over the weekend to announce that Dutch automotive safety regulator RDW had committed to approving its Full Self-Driving (Supervised) system in February 2026. As it turns out, Elon Musk’s company jumped the gun, and the agency made no such commitment.

Watch: Tesla Fans Gave FSD The Wheel For Elon’s Coast-To-Coast Trip

The claim sparked quick clarification from the regulator and a flurry of online chatter about Tesla’s ongoing bid to expand FSD beyond American roads.

While Tesla has been offering its Full Self-Driving system in the United States for years, it hasn’t been able to do the same in Europe.

Europe’s Roadblock

According to the carmaker, it has already provided FSD demonstrations “to regulators of almost every EU country” and believes the most effective path to rolling out the system across the continent is through the RDW, with the goal of securing an exemption for the feature.

In its X post, Tesla Europe & Middle East proclaimed that “RDW has committed to granting Netherlands National approval in February 2026.” The company even urged followers to contact the regulator directly to “express your excitement & thank them for making this happen as soon as possible.”

However, the regulator quickly pushed back. In a statement published on its website, the regulator explained that it expects Tesla to demonstrate FSD next February, but it denied making any commitment to approval.

Tesla has been working hard toward shipping Full Self-Driving (Supervised) in Europe for over 12 months now. We have given FSD demos to regulators of almost every EU country. We have requested early access, pilot release programs or exemptions where possible.

We have developed…

— Tesla Europe & Middle East (@teslaeurope) November 22, 2025

“We do not share details about ongoing applications from manufacturers, as this concerns commercially sensitive information,” it wrote. “Both RDW and Tesla are aware of the efforts needed to reach a decision on this matter in February. Whether this timeline will be met is yet to be determined in the coming period.”

Regulator Grows Tired of Tesla Fans’ Calls

The regulatory agency also asked Tesla’s fans to stop contacting it about FSD, noting that “it takes up unnecessary time for our customer service,” adding “this will have no impact whatsoever on whether or not the schedule will be met.”

Recently, Tesla boss Elon Musk said, “pressure from our customers in Europe to push the regulators to approve would be appreciated.”

Speaking with Bloomberg, the head of safe autonomy at the University of Warwick, Siddartha Khastgir, said it’s unusual to see a carmaker attempting to pressure the RDW.

“An approval process of an automated driving system is a deeply technical one to ensure the safety of the public,” he explained. “The sanctity of any such approvals is ensured by its independence and rigor, not force. While public sentiment is important for all authorities, this shouldn’t undermine the rigor of the approval process.”

Guangzhou Automobile Group, better known as GAC, is positioning itself to join the growing list of Chinese carmakers setting up shop in Europe to sidestep rising import tariffs. The company has also chosen an established partner to make it happen, teaming up with contract manufacturer Magna to handle production.

GAC has confirmed that its all-electric Aion V will be built at Magna’s facility in Graz, Austria. Over the years, this plant has built several models for a variety of carmakers, including the Mercedes-Benz G-Class, Jaguar I-Pace and E-Pace, BMW 5-Series, BMW Z4, and even the Toyota GR Supra.

Read: Does The New Aion V Electric SUV Remind You Of A T-Rex? GAC Thinks So

Recent changes in client contracts have left Magna with open capacity. Several models, including those from Jaguar, have already departed the Graz lines, while agreements with BMW and Toyota will end next year. As a result, the company has been on the lookout for new manufacturing partners.

How Xpeng Does It

Guido ten Brink/SB-Medien

In September, Magna’s Graz facility began assembling Xpeng’s G6 and G9 SUVs for Europe. The process is somewhat unconventional: the vehicles are built in China, partially disassembled, shipped to Austria, then reassembled for final delivery.

This approach lets Xpeng pay tariffs only on parts rather than complete vehicles, a practical workaround in the current trade climate. Whether GAC’s Aion V will follow the same method remains unconfirmed, though the option certainly seems plausible.

The Chinese company unveiled the Aion V in the second quarter of last year and has been enjoying strong sales in recent months. It is underpinned by the firm’s modular AEP architecture and is equipped with an electric motor producing 181 hp.

Buyers can choose between 62 kWh, 75 kWh, and 90 kWh battery packs, the largest offering a CLTC range of up to 466 miles (750 km).

Global Aspirations

It’s too early to say how popular the Aion V will prove to be in Europe, but it certainly has the potential to sell well and appears to be a compelling alternative to the likes of the Geely EX5 and BYD Atto 3.

GAC plans to launch the SUV in more than 30 global markets, including Australia and various European countries, as it continues to expand its international footprint.

When BYD burst onto the global stage a few years ago, it arrived with a certain sense of experimentation that was hard to ignore, and the most visible example was its infotainment display that could spin 90 degrees and run in either portrait or landscape modes.

While mostly a gimmick, it has helped the brand’s models stand out from the competition. However, the Chinese conglomerate has revealed its spinning screen won’t be around for much longer.

Read: BYD’s European Expansion Is About to Explode

BYD’s vice president, Stella Li, said that while the company’s customers liked having the rotating screen, it is limiting for some apps, in particular Apple CarPlay and Android Auto.

As such, the automaker has ditched it for the new Atto 2 and will eliminate it from other models, too. Moving forward, the screens will be locked in their landscape position.

“We are starting to engage in a lot of apps,” Li told Autocar. “The Atto 2 will be the first model with Google and Apple CarPlay. And if they want to give the best experience, then a rotating screen will limit their apps. And then secondly, we saw the feedback in the market. People love the rotating screens, but the usage is very small.”

Tech Trade-Offs

According to BYD, its infotainment screen had been easier to use in portrait mode when stationary and while on the move, in addition to being better for navigation.

However, in the models that we’ve driven, we’ve always found it easier to operate the screen in landscape mode, perhaps because this is the orientation of the screens in the vast majority of modern cars. Additionally, Apple CarPlay and Android Auto only function in that mode.

Review: BYD Sealion 6 Makes Plug-In Hybrids Feel Seamless But Fun Is Optional

During the same interview, Li also noted that BYD plans to deepen its collaborations with companies like Apple and Google, and locking the display orientation simplifies that process. A fixed screen means fewer interface compromises and smoother integration.

BYD is also ramping up its global ambitions. The company has set its sights on a major push in Europe for 2026. Just this week, its regional managing director announced plans to double the brand’s retail footprint across the continent next year, targeting around 1,000 retail points.

Source: Autocar

BMW’s latest step into its electric future comes with more stamina than we expected. The second-generation iX3 , unveiled a few months ago with a projected range of 497 miles (800 km) under the WLTP cycle, has quietly outperformed even BMW’s own estimates, though, as always, there are a few caveats tucked in the fine print.

In a real-world run, the electric SUV managed to stretch its legs to more than 621 miles (1,000 km) on a single charge.

Read: The iX3 Is BMW’s Neue Klasse Future Now With A Surprising Price Tag

Eager to see how far their new creation could really go, a small team from BMW decided to take the iX3 on a proper road trip. They set off from the Debrecen plant in Hungary, where the model is built, and pointed it toward Munich, the automaker’s home base in Germany.

Not only did they complete the 626.1-mile (1,007.7 km) journey, but they did so with 2 percent charge remaining, which could have been enough to travel an extra 12 miles (20 km).

What Are The Caveats?

As you could have probably guessed, the team did everything they could to extend the iX3’s driving range. For example, they avoided highways during the journey, sticking to smaller and lower-speed roads where the SUV’s regenerative braking system would be most effective.

Additionally, the iX3 was equipped with smaller 20-inch wheels, rather than the 21- and 22-inch wheels it’s also available with. They also didn’t use the heating, cooling, or radio during the test, to save as much energy as possible.

BMW picked the iX3 50 xDrive, the only version announced to date, which has a pair of electric motors delivering 463 hp and 476 lb-ft of torque, meaning it can hit 60 mph (96 km/h) in just 4.7 seconds, and a sizeable 108.7 kWh battery pack.

The Ford Puma returned in 2019 as a compact SUV, followed by a mid-cycle update in 2024 and the arrival of the fully electric Gen-E later that year. Now, Ford has introduced a subtly revised 2026 version of the EV, delivering a longer driving range and more advanced driver assistance features.

The standout figure is an improved WLTP range of 400 km (249 miles), up by 24 km (15 miles) from the outgoing model. Within the urban cycle, the 2026 Ford Puma Gen-E can manage up to 550 km (342 miles), which should mean fewer plug-in stops for most owners.

More: Ford Quietly Ends Focus Production After 27 Years Without Even Saying Goodbye

The added distance comes from an “optimised battery design” that maintains the same 43 kWh capacity. Ford hasn’t specified whether that figure applies to the base Gen-E with 17-inch wheels or the Premium trim on 18-inch alloys.

Power remains at 166 hp (124 kW) and 290 Nm (214 lb-ft) of torque, sent to the front wheels through a single electric motor.

That 400-km WLTP rating positions the Puma Gen-E well within its segment, closely matching rivals such as the Alfa Romeo Junior Elettrica, Jeep Avenger, Fiat 600e, Opel Mokka Electric, Peugeot E-2008, Renault 4 E-Tech, and Mini Aceman. Even so, it still trails the Kia EV3 Long Range, which claims up to 604 km (375 miles) on the same cycle.

Hands-Free Driving

Starting from spring 2026, the smallest Ford in Europe will be available with the BlueCruise system, allowing hands-off highway driving as part of the optional Driver Assistance Pack. The technology is gradually spreading across the range, now confirmed for the Kuga and Ranger PHEV as well.

More: A Ford Bronco Just Took Google Street View Where No Camera Had Gone Before

Since its European debut in 2023, BlueCruise has expanded to 16 markets and covers more than 135,000 km (84,000 miles) of approved highways.

Any Visual Changes?

Predictably, there are no styling updates, with the Puma Gen-E retaining its grille-less design. The rest of the bodywork is shared with the facelifted mild-hybrid version.

The same goes for the interior, with the digital cockpit comprising a 12.8-inch digital instrument cluster and a 12-inch infotainment. Another highlight of the Puma is the “Gigabox” storage compartment under the boot. The cargo capacity is 574 liters (20.3 cubic feet) at the back and another 43 liters (1.5 cubic feet) in the frunk.

The 2026 Ford Puma Gen-E is open for orders in the UK, priced from £26,245 ($34,500). That’s unchanged from the current model, though it now benefits from updated local incentives.

Ford

Not too long ago, BYD vehicles were a rare sight on the roads of Europe. But over the past five years, the car manufacturer has grown into a global powerhouse, expanding into new markets quicker than any of its competitors. Next year, its models will become even more commonplace throughout Europe.

Read: Stellantis Dealers Are Embracing BYD And Making Things Awkward

Despite the added weight of European tariffs on Chinese-made cars, BYD has no intention of slowing down. The company views Europe as one of its key new territories and expects to reach around 1,000 retail points across the continent before the year closes. That milestone, however, is only the start of what’s planned for 2026.

How Big Will BYD Go?

At a recent event in Frankfurt, Maria Grazia Davino, BYD’s regional managing director for Europe, outlined the company’s next move. She confirmed that BYD will double its footprint in the region next year, calling the expansion essential for winning over customers in a highly competitive landscape.

“In line with successful competitors, we need to have proximity and win proximity to the European customers,” Davino said, reports Reuters.

Currently active in 29 European markets, BYD is pursuing what Davino describes as a “long-term localization strategy.” The plan centers on building more of the vehicles it sells within Europe itself, reducing reliance on imports and strengthening its ties to local economies. Key to this effort is a major new production hub in Hungary, set to open soon.

So far this year, BYD sales in Europe have more than tripled, reaching 80,807 vehicles in just the first nine months.

Even though the Hungarian site has yet to open its doors, BYD is also weighing up the possibility of building a factory in Turkey and a site in Spain.

“Localizing in a mature region like Europe is a very important project. It requires knowledge, dedication, investments, and resources at all levels,” Davino added.

Source: Reuters

Update: This story now includes new photos and fresh details on the Leapmotor A10 / B03x, following its world premiere at the Guangzhou Auto Show in China and Stellantis’ confirmation of its launch in Europe.

Stellantis’ Chinese partner Leapmotor continues to expand its model lineup, this time setting its sights on one of the most competitive corners of the market: small SUVs. Its latest offering is called A10 in China and B03x in Europe, positioned below the slightly larger B10.

The new EV made its first public outing at the Guangzhou Auto Show and has also been confirmed by Stellantis for European markets including Germany. The SUV is expected to be joined by a mechanically-related small hatchback set to be unveiled in 2026.

More: Stellantis Wants To Rebrand Chinese EVs For Europe

The bodywork reflects the smooth surfacing and rounded contours seen across Leapmotor’s lineup, complemented by a Citroen-like wraparound greenhouse, discreet plastic cladding, and LED lighting with darkened clusters. The graphics on the taillights look like smiling emojis, adding a playful note to the rather generic design.

The model rides on 18-inch alloy wheels and will be available in six shades – including the pictured Seaweed Green and Acorn Brown. A roof-mounted Lidar unit and visible sensors along the profile indicate that the model will include a full suite of advanced driver-assistance systems.

New Platform And Modern Tech

According to the company, the SUV measures over 4,200 mm (165.4 inches) long, 1,800 mm (70.9 inches) wide, and 1,600 mm (63 inches) tall, with a wheelbase of over 2,600 mm (102.4 inches), placing it within the small SUVs segment.

More importantly, the A10/B03x is the first model to ride on Leapmotor’s new global A-Segment platform. While technical details remain undisclosed, the EV will be fitted with an “extremely high-energy-density LFP battery” offering a CLTC range of 500 km (311 miles), most likely combined with a single electric motor.

More: Stellantis’ Leapmotor Found An Unlikely Ally In Germany’s Tuning Scene

While no interior photos were released and the show car’s windows remained heavily tinted, the cabin is expected to carry on Leapmotor’s familiar minimalist theme, combining a large infotainment display with a clean, uncluttered dashboard and seating for five. The company promises generous space inside, an AI-driven cockpit, and full over-the-air update capability throughout the vehicle’s life cycle.

The A10/B03x and the related supermini are both planned for European release, joining the T03, B05, B10, and C10 already offered there. In China, Leapmotor’s lineup is broader, spanning the B01 and C01 sedans along with the C11, C16, and D19 SUVs.

Who It’s Up Against?

At home, the A10 will go head-to-head with the BYD Yuan Up (also known as the Atto 2), priced between ¥96,800 and ¥119,800 (equivalent to about $13,600–$16,900 at current exchange rates).

In Europe, it will enter a crowded field of compact electric crossovers including the Citroen e-C3 Aircross, Opel Frontera Electric, Renault 4 E-Tech, Kia EV3, Peugeot E-2008, Fiat 600e, Jeep Avenger, Alfa Romeo Junior, Ford Puma Gen-E, and the forthcoming VW ID.Cross and Skoda Epiq.

Stellantis says the B03x is intended for “rational customers who are looking for an affordable yet high-quality second vehicle, as well as newcomers to electric mobility who are switching from a compact car with a combustion engine, without wanting to compromise on safety, space or intelligent technology.”

Joint Venture And Growth

Stellantis holds a controlling 51 percent stake in Leapmotor International, the joint venture managing the Chinese brand’s distribution across Europe, Southeast Asia, and other regions outside China. The partnership followed Stellantis’ €1.5 billion ($1.73 billion) investment in Leapmotor back in 2023.

Between January and September 2025, Leapmotor delivered 395,516 vehicles globally, a 129% increase year-on-year that pushed its cumulative sales past the one-million mark. October extended its winning streak to a sixth consecutive month of record-breaking results, with 70,289 units sold.