After earlier merger talks between Nissan and Honda fell through, a new contender stepped into the spotlight. Foxconn, the Taiwanese electronics giant best known for assembling iPhones, is reportedly in discussions to partner with Nissan on EV production. According to a new report, Nissan may allow Foxconn to use its Oppama plant in Yokosuka, Japan, to build EVs.

Read: Foxconn Will Build EVs In The US But You’ll Never See Its Name On Them

Foxconn has been signaling its automotive ambitions for years now. The company has previewed a range of electric models, including the Model C, Model B, Model E, Model T, and Model V, reflecting a clear push to gain a foothold in the competitive EV industry.

Underused Factory, Uncertain Future

As it stands, Nissan’s Oppama site employs roughly 3,900 people and has been in operation since 1961. It has the capacity to build 240,000 units, but its utilization rate has fallen well below that, reportedly topping out at just 40 percent last year. That’s bad news, particularly since it’s said to have a break-even point of 80 percent.

That underutilization has raised concerns about the plant’s long-term viability. Nissan has announced plans to shut down seven global factories but has yet to name all of them. If Oppama ends up on the chopping block, the closure would be costly.

Beyond laying off thousands of employees, Nissan would need to find a replacement for the facility’s on-site test track, and many nearby suppliers with long-standing ties to the automaker would also be affected.

While details of the arrangement are still unclear, Nikkei Asia reports that the two companies could explore a joint venture, with longer-term collaboration on future EV development.

In a statement responding to the report, Nissan asserted “that article is not based on any official announcement from Nissan.” It handed that under the Re:Nissan plan, the company “is currently reviewing the integration and closure of some of its global production sites. However, this process has not yet been concluded beyond the two sites that have been announced so far.”

In response to the report, Nissan clarified that “the article is not based on any official announcement.” The automaker said that under its Re:Nissan plan, the company “is currently reviewing the integration and closure of some of its global production sites. However, this process has not yet been concluded beyond the two sites that have been announced so far.”

Model C Coming to North America

Meanwhile, Foxconn is moving forward with its own EV rollout. Auto News reports that the company plans to begin deliveries of the Model C in North America before the end of this year. A minivan, known as the Model D, is expected to follow in 2027, signaling Foxconn’s broader push into both the consumer and commercial EV spaces.

Electric cars have come a long way from being just quiet, efficient commuters. Today, some of them are pushing deep into enthusiast territory, proving that performance doesn’t have to rely on combustion. The Hyundai Ioniq 5 N is a prime example, showing that an EV can be engaging, fun to drive, and tailored to those who love driving for its own sake.

Still, there’s a certain kind of mechanical involvement, like shifting your own gears, that even the best EVs can’t fully replicate. That point seems to be completely lost on Hyundai’s European technical chief, Tyrone Johnson.

Read: We Drove Hyundai’s Last i20 N And It’s The Hot Hatch You’ll Wish You Bought

In a recent interview, Johnson said that for those wanting to go fast, there’s nothing better than an EV, and he knows a thing or two about performance cars. Before joining Hyundai in 2018, he had worked at Ford for 33 years and, at one stage, was the chief engineer for Ford’s RS cars, including the Focus RS. That happened to be one of the finest hot hatches of the last decade, but the industry has undergone significant changes since then.

Manual Holdouts Still Have a Case

“Nobody wants manual gearboxes and handbrakes anymore, or analogue instruments,” Johnson told Car Magazine. After living with the 2025 Toyota GR Yaris, complete with a six-speed manual and a traditional handbrake, we’d beg to differ. Hyundai also continues to sell the i20 N and i30 N/Elantra N with stick shifts, so clearly, some people still want a manual.

Johnson did concede that certain sensory cues, like vibrations and engine noise, help drivers stay in tune with the car.

“I can understand that some people want to have the sounds, vibrations, things like that,” he acknowledged. “Those sensory inputs help the human brain understand what’s going on in a car.” It’s for these reasons that Hyundai added things like a faux combustion soundtrack to the Ioniq 5 N, as well as an artificial transmission.

As for the nostalgia or more traditional performance cars? Johnson doesn’t understand it.

“I’m a performance guy,” he said. “I did the first Mustang Shelby [the 1992 SVT Mustang]. I don’t understand the idea that performance cars are dying. If you want to go fast, there’s nothing better than an EV. I don’t understand the nostalgia.”

He even went so far as to say that most current performance cars are “a disappointment” compared to the Ioniq 5 N.

It’s easy to understand where Johnson is coming from. After all, software is allowing car manufacturers to add features that improve the driving experience, and this will be on full display with the new Hyundai Ioniq 6 N. But, if given the choice between driving an Ioniq 5 N or a six-speed Elantra N up a mountain road, we’d probably still opt for the Elantra.

Six months after making its first appearance in Europe, Mazda’s new 6e sedan has landed in local showrooms. Known for turning out some of the most stylish vehicles in the mainstream market, Mazda may have raised the bar again with this one. The 6e is arguably the brand’s most visually striking sedan yet, even if it isn’t entirely homegrown. Beneath the sheet metal, it shares its underpinnings with a Chinese-market vehicle.

Get Ready For A Price Shocker

We’ve previously taken a close look at the EZ-6, the Chinese counterpart to the 6e, highlighting its affordability in its home market. There, the fully electric version starts at 159,800 yuan and tops out at 181,800 yuan, which converts to roughly €20,700 to €23,600 or $22,500 to $25,500, depending on the trim level. That makes it a serious bargain compared to what European buyers are asked to pay.

Read: Mazda’s Sportier 6e Sedan Launches In China With A Price Tag That Feels Like A Typo

In Europe, the 6e is sold exclusively as a fully electric sedan, since the range-extender variant offered in China won’t be available here, at least for now. In Germany, pricing begins at €44,900 ($49,000) for the Takumi trim. Stepping up to the Takumi Plus adds features like a panoramic roof, wood interior accents, and partial Nappa leather upholstery, bringing the price to €46,900 ($51,200).

Even accounting for spec differences and local taxes, that’s well over double the starting price of the Chinese version – 2.17 times higher, to be exact. The stark contrast underlines just how aggressively priced the EZ-6 is in China, and how much more European buyers are expected to spend on what is essentially the same car.

For comparison, Tesla’s Model 3 ranges from €39,990 (around $43,600) for the RWD version to €49,990 ($54,500) for the Long Range AWD, and tops out at €58,490 ($63,800) for the Performance model in Germany. Meanwhile, BMW’s i4 eDrive40 Gran Coupe starts at €60,600 (approximately $66,100).

Electric Range and Powertrain Options

Now reaching dealerships across the region, the Mazda 6e is available in two forms. The standard pure EV features a 68.8 kWh battery, offering a driving range of up to 279 miles (479 km). Power comes from a single rear-mounted electric motor delivering 255 hp (190 kW) and 236 lb-ft (320 Nm) of torque.

While its range won’t set any new benchmarks, it should be more than adequate for typical daily driving unless regular long-distance travel is involved. Those who do can opt for with an 80 kWh battery, which boosts range to 343 miles (552 km).

Typically, EVs with larger battery packs pair them with more powerful motors, but that’s not the case here. In fact, the Long Range model makes slightly less power, with a single rear motor producing 242 hp (180 kW) and the same 236 lb-ft (320 Nm) of torque. Both versions manage a 0–62 mph (0–100 km/h) time under eight seconds and reach a top speed of 109 mph (175 km/h).

To EV owners, of course, charging speed is of more importance than outright performance. The 68.8 kWh version supports peak DC charging speeds of 200 kW, meaning it can get from 10-80 percent in just 22 minutes. Curiously, the Long Range version charges considerably slower as it is capped at a 95 kW peak. That means a 10-80% charge will take roughly 45 minutes, or double the cheaper model.

It’s worth noting that Europe won’t be getting China’s range-extender EZ-6 variant, which features a 1.5-liter setup producing 215 hp (218 PS / 160 kW) to feed the battery.

A Clean and Comfortable Cabin

Tech specs aside, it’s not just the exterior of the 6e that looks good; Mazda has also done a fine job with its interior. Yes, it will be a little too minimalist for some, but the steering wheel looks great, the floating center console has a premium aesthetic, and the infotainment screen is massive. There’s also a digital instrument cluster, a wireless smartphone charger, ambient lighting, and a mixture of leather and soft-touch Alcantara for the upholstery.

Now, many EVs currently on sale may offer more in certain areas than the 6e but, let’s face it, apart from logic, in many cases emotion plays a big role in choosing your next ride. If the Mazda’s sexy design can’t convince a sufficient number of buyers (who never leave the tarmac) to get it instead of an SUV, then that bodystyle may indeed be consigned to history books after all.

John Halas contributed to this story

The Rivian R1S and R1T are both great EVs, but it appears the carmaker is starting to learn that there are only so many people willing to spend over $70,000 for one. Recently released sales data show that Rivian’s deliveries of new vehicles declined significantly in the second quarter of the year, and signal that the company needs the smaller R2 and R3 to enter production.

Rivian has stated that during the April-June period, it produced 5,979 vehicles at its plant in Normal, Illinois, and subsequently delivered 10,661 cars. This represents a 22.7 percent decline from the same quarter in 2024. The 5,979 EVs built by Rivian this quarter were also significantly less than the previous year’s 9,612.

Read: Rivian Recalls Thousands Of Cars For A BMW Feature No One Asked For

It must be noted, though, that the company itself cut down production as it prepared its factory to start building the 2026MY R1T and R1S.

Goodbye Tax Credits

Things could get harder for Rivian before they get better. The federal EV tax credit of $7,500 will officially end on September 30, effectively increasing pumping up prices for all eligible EVs by that amount. While Rivian’s had not been eligible for this credit, customers didn’t buy one outright but leased it could benefit from the full $7,500. With the new legislation going into effect, this credit loophole is being closed. In any case, the American EV maker expects to deliver between 40,000 and 46,000 vehicles by the end of 2025.

If there’s a small bit of good news for the brand it’s that on June 30 it received a $1 billion equity investment from the Volkswagen Group. That’s part of their $5.8 billion agreement to collaborate on a joint technology venture and to roll out Rivian systems across the VW range.

The company will hope to grow production and deliveries in 2026. The smaller R2 series is scheduled to hit the production line next year and promises to bring the company’s models within reach of many more shoppers.

Plans for global growth rarely follow a straight line, especially when politics and international trade come into play. For BYD, one of the world’s fastest-rising automakers, a much-anticipated expansion into Mexico has been put on hold.

The reason? A mix of shifting geopolitical winds and concerns over U.S. trade policy, particularly in light of Donald Trump’s return to the White House. Still, the company isn’t slowing down entirely, and has just opened its first factory outside of Asia, located in Brazil.

Read: Major Carmaker Sued Over One Toilet Per 31 Workers And Other Horrors

As we reported last year, had been scoping out three locations in Mexico for a new factory. However, it paused its search in September to wait to see the outcome of the 2024 US presidential election, likely anticipating that a victory for Trump would likely shake up the status quo of international trade. That’s exactly what the 45th and 47th President has done.

While recently speaking at the opening of BYD’s new factory in Brazil, executive vice president Stella La said the surging automaker is rethinking its strategy.

“Geopolitical issues have a big impact on the automotive industry,” she told Bloomberg. “Now everybody is rethinking their strategy in other countries. We want to wait for more clarity before making our decision.”

BYD’s efforts to establish a base in Mexico were hampered in March, even before President Trump announced sweeping tariffs. That month, China’s commerce ministry delayed approval of the Mexican factory due to concerns the carmaker’s technology could be accessed by the US.

From Pause in Mexico to Progress in Brazil

Although Mexico is no longer in play for the moment, BYD is still moving forward in the region. The company’s new facility in Camaçari, Brazil , is now operational and has room to grow. It currently produces up to 150,000 vehicles a year, with plans to double that figure to 300,000 within two years.

However, the site has not been without controversy. Late last year, Brazilian authorities reported that some international workers at the plant had been living in conditions likened to modern-day slavery.

In response, Li emphasized the company’s commitment to reform. Going forward, she said, BYD will work more closely with local partners to uphold labor and human rights standards.

“We should slow down, step back from the focus on speed,” Li said. “It will take longer, but that’s OK.”

The electric vehicle boom in China has reshaped the global automotive landscape, but not every player in the field is built to last. While China’s automotive industry has grown into a formidable force, a new report suggests that only a fraction of the country’s EV brands may survive the coming years.

Read: China’s Auto Industry Is A One-Way Street As Exports Boom And Imports Collapse

With hundreds of startups already gone and consolidation gaining momentum, China’s EV market is headed for a major transformation.

Industry Faces Sharp Consolidation

In 2018, it was estimated that over 500 companies in China were developing and planning to build “new energy” vehicles. Many of these companies failed to get off the ground and quickly folded. As of 2024, it’s understood that there were 129 companies selling NEVs in China.

According to consulting firm AlixPartners, just 15 of these are expected to remain financially viable through 2030. While the consultancy firm didn’t name which companies it expects to thrive, these 15 brands could account for roughly 75 percent of China’s total EV and plug-in hybrid market. Some of them have already reached full-year profitability.

According to the head of AlixPartners’ automotive practice in Asia, Stephen Dyer, some local governments may support non-viable companies to protect jobs and economies. As such, consolidation may proceed more slowly across the industry in the coming five years.

Intense Competition and Rapid Innovation

“China is one of the most competitive new energy vehicle markets in the world,” Dyer said. “It is experiencing a fierce price war. Its rapid innovation speed is constantly being refreshed by new forces. Such an environment drives significant breakthroughs in technology and cost efficiency, but it also makes it difficult for many businesses to become sustainably profitable.”

As we reported in March, only three EV brands in China are believed to have achieved profitability. These are BYD, Li Auto, and the Seres Group, which includes the Seres, Aito, and Landian brands. Some other local companies are edging towards profitability, including Zeekr, Xpeng, and Leapmotor.

In just a few years, Hyundai has built an impressive lineup of electric vehicles that rivals, and in some cases surpasses, what many long-established automakers have brought to market. With options ranging from the retro-styled Ioniq 5 to the spacious new seven-seat Ioniq 9 and the compact Niro EV, Hyundai is covering a lot of ground. And the brand isn’t slowing down, as another electric model is on the way.

Read: New Hyundai Inster Is A Tiny Electric Crossover For The Masses

This upcoming addition will slot in above Hyundai’s Inster, the battery-powered version of the compact Casper. While the Inster’s charm lies in its tiny footprint, it may be a bit too small for some buyers. That’s where this new model fits in.

A new report points to a debut in concept form at the Munich Motor Show this September. The vehicle is expected to land between the Inster and the Kona in terms of size, aligning closely with the Bayon, which is currently offered in European markets.

Few details are known about the new model at this stage. However, Auto News speculates that it could be dubbed the Ioniq 2 if it is to use the automaker’s well-established E-GMP platform. Styling remains a mystery, but regardless of what the concept looks like, recent Hyundai history suggests that the eventual production model should resemble it closely.

New Tesla-Like Infotainment System

One of the more significant updates is expected inside the cabin. This SUV is likely to be the first Hyundai equipped with the new Pleos Connect infotainment system. Unveiled earlier this year, Pleos Connect is based on Android Automotive and features a large, freestanding touchscreen mounted at the center of the dashboard. It’s a layout that recalls Tesla’s approach and echoes what’s becoming common in many Chinese EVs.

This new setup could prove controversial. Most current Hyundais feature sleek digital instrument clusters and infotainment systems, sometimes housed within a single curved display. While tablet-like displays often have great functionality, they’re not particularly appealing to the eye.

Shared Roots with Kia

0Underneath, the new model is expected to share much of its architecture with the forthcoming Kia EV2. That vehicle will ride on a shortened version of the E-GMP platform and be offered with a single electric motor. If Hyundai follows a similar path, it could help keep costs manageable while still delivering competitive performance in the growing sub-compact and compact EV segments.

The BMW CE 04 has always been an electric scooter unlike any other. For decades, almost all scooters looked merely utilitarian, but when launched in 2021, the CE 04 represented something radical as it looked more like a movie prop than a typical scooter. Now, it has been updated for 2025, and thankfully, the bold design has remained largely unchanged, but some upgrades have been made.

For starters, the CE 04 is now available in three grades: Basic, Avantgarde, and Exclusive. This first is sold exclusively in Lightwhite with a black-grey seat and a clear windshield, whereas the Avantgarde is painted in Gravity Blue metallic matte with Sao Paulo yellow contrasts. Adding to its bold looks are a yellow-tinted windshield, a black and grey seat with yellow and white accents, and a laser-engraved rear wheel.

Read: BMW Unveiled Something Wild On Two Wheels

Then there’s the Exclusive. It is painted in Space Silver metallic and has a more elegant look, complete with a much larger windshield. The Exclusive also comes standard with heated grips and seats, as well as distinctive upholstery.

Mechanically, the 2025 CE 04 is identical to the original. That means it still sports an 8.9 kWh battery driving a single electric motor with 42 hp. A lower-powered version that tops out at 31 hp is also available. BMW says it can travel up to 130 km (81 miles) on a single charge and hit 50 km/h (32 mph) in 2.6 seconds, which is very respectable for a two-wheeler that’s not a sports bike.

Owners using a normal household socket will need to wait 4 hours and 20 minutes to charge the CE 04 fully. Those with access to a 6.9 kW charger can reduce the charging time to 1 hour and 40 minutes for a full charge or 45 minutes to get from 20 to 80 percent.

All CE 04 models can be optioned with BMW Motorrad’s automatic stability control and dynamic traction control systems. There are also three riding modes, ABS brakes, LED lights, and a 10.25-inch display.  

Many of the new electric car manufacturers emerging from China are sub-brands of major conglomerates, such as Geely, Chery, GAC, and GWM, among others. Leapmotor is a little different. Just like Nio and Xpeng, it was formed as an independent startup in 2015, eager to crack into the then-emerging electric vehicle space.

That independence shifted somewhat in 2023, when Stellantis acquired a 20 percent stake in the company for $1.8 billion. The following year, the two formed a joint venture, giving the group a 51 percent share and exclusive rights to export, sell, and build Leapmotor EVs outside China.

The brand’s first model, the S01, was unveiled in late 2017, and like so many other Chinese cars launched before 2020, it wasn’t what anyone would consider desirable. However, the EV space has made significant progress since then, as has Leapmotor, which now boasts several interesting models in its lineup. One of them is the C10.

First unveiled in late 2023, the C10 arrived in Europe and Australia in late 2024, serving as a direct rival to the Tesla Model Y, Geely EX5, and Kia EV5. Can it possibly be any good?

QUICK FACTS

Photos Brad Anderson/Carscoops

Any new entrant into the EV market has to be priced competitively if it wants buyers to take notice, so it’s a good thing Leapmotor has done just that with the C10. In Australia, it’s sold with a single EV powertrain and a newly-launched range-extender EV option, combining a 28.4 kWh battery and a 1.5-liter petrol engine. We recently lived with the flagship C10 Design with the BEV powertrain.

Prices for the EV start at AU$45,888 (~$30,100) for the entry-level Style and rise to AU$49,888 (~$32,800) for the C10 Design, before on-road costs. Factor those in, and you’re looking at around AU$55,000 (~$36,100). That undercuts the base Kia EV5 by about AU$2,000 (~$1,300) and the Tesla Model Y by nearly AU$10,000 (~$6,600).

All BEV C10 feature the same 69.9 kWh lithium-iron phosphate (LFP) battery and a single electric motor. This motor delivers 215 hp (160 kW) and 236 lb-ft (320 Nm) of torque. It drives the rear wheels, unlike the single-motor Kia EV5, which is front-wheel drive. Leapmotor quotes a driving range of 420 km (261 miles) on a charge, which is okay, but not great. Charging is sub-par, as DC rates max out at 84 kW, meaning you’ll need 30 minutes to charge from 30-80%.

Photos Brad Anderson/Carscoops

A Typical EV Cabin

The interior of the Leapmotor C10 is just about as minimalist as you can get. Just like a Tesla, as well as pretty much every other new EV coming out of China, the cabin is dominated by a large central infotainment display that measures 14.6 inches and is joined by a 10.25-inch digital instrument cluster.

The infotainment system is excellent. While it frustratingly doesn’t support Apple CarPlay or Android Auto, the software is very quick and offers every function you could ever dream of. You can choose from a variety of backgrounds, access important interior and exterior functions directly from the screen, and use it to adjust features like the wing mirrors. Just like a Tesla, then.

Leapmotor’s designers have also adopted the Tesla approach in not adding any physical buttons, switches, or dials, which is a shame. So, you have to dive into the screen to change things like the HVAC settings, which can be a nuisance on the move. It also leaves the interior feeling very bland and lacking in personality.

Photos Brad Anderson/Carscoops

Simple, Yet Plush

With that being said, Leapmotor’s choice of materials at this price point has to be commended. The dashboard, seats, door panels, center console, and floating console are all trimmed in smooth synthetic leather that certainly feels more premium than some of the scratchy plastics found in Kia’s EV5. However, the orange finish of our test vehicle was a little too bright for our taste.

Other welcome touches include a wireless phone charger, some metallic speaker grilles, and a panoramic glass roof, which, unlike in a Tesla, includes a sunshade. Overall, the cabin feels very spacious, and there’s plenty of leg and headroom for adults in the second row. However, I wasn’t a fan of the front seats as they lacked any form of lumbar support. On the other hand, the seats do have heated and ventilated functions, which is a plus.

Elsewhere, all C10 models come with a solid 12-speaker audio system, DAB+ digital radio, a heated steering wheel, configurable ambient lighting, and rear privacy glass. There’s also a voice assistant you can ask to open the windows or the sunshade.

Security Quirks

You can gain access to the C10 in one of two ways. The first option is to use the provided keycard and tap it on the driver’s side wing mirror. The second (and easier) option is to sync the car with the Leapmotor app, meaning it’ll automatically unlock when your phone approaches and lock it when you leave.

Review: Why The Kia EV5 Makes More Sense Than A Model Y

To start the C10, you must either place the keycard on the charging pad or enter a PIN code. This may seems like an unnecessary step. After all, if the keycard is already inside, why does it need to be placed on an NFC reader? It does, however, provide a second level of security, in case a bad actor scans your keycard’s frequency to get access to unlock the car and get access to the cabin.

Once the startup procedure is done, it’s just like pulling away in plenty of other EVs, as there’s no Start/Stop button. Pull the column shifter into Drive or Reverse, and you’re away. It all works very smoothly, but perhaps the only downside is that while you can pull away within seconds, the infotainment screen takes around 10 seconds to load.

Photos Brad Anderson/Carscoops

Driving the C10 for the first time, I was impressed with the visibility and the smoothness provided by the throttle and brake pedals. However, I was shocked by how remarkably the light steering is in its Comfort setting. You can literally steer the C10 with a single finger. Some may like that, but others won’t. I quickly switched the weight of the steering into Sport mode and much preferred it. Then the chimes started.

Not-So-Safety Systems

Like so many other vehicles we’ve tested from China, some of the C10’s safety and warning systems can become tiresome. For one, the driver monitoring system will start ringing if you look at the central display for a couple of seconds, or even glance in the mirror. I performed an over-the-air software update during my time with the C10 that should have fixed this, but didn’t.

The warnings don’t stop there. There’s an overbearing speed limit warning known as the ‘Intelligent Speed Assistance.’ Plenty of other cars have these warnings nowadays, but most only start ringing when you exceed the speed limit by a certain margin. In the C10, a woman’s voice blares through the speakers, telling you you’ve just exceeded the posted speed limit by 2 km/h. The lane warning and emergency lane warning assistant features are also prone to mistakes, chiming even if you’re right in the center of the lane.

Fortunately, all of these systems can be disabled in the settings, but you’ll have to do it every time you get behind the wheel, which is not ideal. It’s also wise to disable the live traffic setting in the built-in navigation system because if it detects that there’s traffic merging from the left or the right, the woman’s voice returns, nagging you again each and every time.

The Good

Once these systems are disabled, the C10 actually reveals itself to be a very good all-rounder. It has been well damped for a heavy SUV, ironing out bumps valiantly and remaining surefooted regardless of the road surface. I also liked the rear-wheel drive setup, as it means the C10 doesn’t suffer from any of the torque steer of the Kia EV5.

Leapmotor offers Eco, Comfort, Sport, and Custom drive modes, as well as a one-pedal driving. I found Eco to be far too docile, as you really have to plant your foot on the throttle for it to start moving. Sport was my pick. Frustratingly, the one-pedal mode can only be engaged when you’re stopped and place the C10 into Park, so it’s not something you can enable on the fly like in many other EVs.

Cruising around town in the C10 is a delight. It’s whisper quiet at slow speed and feels smaller than it really is. A slight annoyance is that above 70 km/h (43 mph) or so, a faint whistling sound starts to slightly intrude into the cabin, perhaps from the roof rails. But if you’re listening to music, you won’t notice it at all.

Efficiency is good, but certainly not class-leading. Leapmotor quotes 19.8 kWh/100 km, but I averaged 17 kWh/100 km during my time with it. As mentioned, DC charging is below average, topping out at a peak of just 84 kW. But for those who can charge at home, that won’t be much of an issue.

Verdict

Leapmotor does have quite a mountain to climb. It must produce vehicles to not only rival brands within long-standing, and thus much more experienced, Chinese conglomerates but also several legacy automakers. It has, nevertheless, done a good job with this model.

While the range and the charging leave a little to be desired, the C10 does what an EV should. It’s comfortable, easy to drive, spacious, and feels fresh and modern. However, those shopping for a vehicle with personality will be disappointed, as the C10 lacks it. Then again, the same can be said for most EVs these days, as driver engagement is not exactly a priority for either buyers or manufacturers and cars like Hyundai’s Ioniq 5 N are the exception, not the norm.

Photos Brad Anderson/Carscoops

The Mercedes-Benz EQS was supposed to be a solid alternative to the Tesla Model S, having launched at a time when premium brands were doing everything they could to establish themselves in the EV market. However, its styling, defined by the ultra-aerodynamic “jelly bean” design, has long faced criticism, which has, in part, hindered the sales Mercedes had hoped for. Now, the automaker has admitted it missed the mark with the EQS.

Mercedes-Benz’s design chief, Gorden Wagener, recently admitted that the EQS might have been “probably 10 years too early” and acknowledged that the vehicle wasn’t marketed in the best way. While many view the EQS as an all-electric version of the S-Class, Mercedes insists that was never the intent. The EQS wasn’t meant to be a chauffeur-driven luxury sedan like its flagship counterpart, and its design reflects that difference.

Read: Next Mercedes S-Class To Offer EV And ICE, Making EQS Obsolete

“It’s a very, very progressive car and, of course, it was not originally designed as a chauffeur limousine,” Wagener explained to Autocar. “That was not the intention. Many people in this class expect a long hood [bonnet] and status from a chauffeur car, and the EQS is different there. It’s a completely different car. Maybe we should have marketed it differently, more like a futuristic CLS, S-Class Coupé or something like that.”

Efforts to Address the Design

In an attempt to make the EQS more traditional, Mercedes-Benz gave the car a subtle facelift last year, which included a redesigned grille. However, the egg-shaped design of the electric sedan remained unchanged.

As a result, Mercedes-Benz has decided there will be no second generation of the EQS. Instead, the company is planning to merge the S-Class and EQS into one model line that will offer both internal combustion engine and electric powertrains, similar to what BMW has done with the 7-Series and the i7.

This new combined model line may not arrive until 2030, meaning the EQS could remain in production for several more years. In the meantime, Mercedes-Benz will continue to update the EQS, with another comprehensive refresh expected as soon as next year. However, don’t expect major design changes, as the focus will likely be on refining the car’s features rather than overhauling its aesthetic.

While many still expect President Trump’s tariffs and the accompanying price increases to drag down new car sales across the U.S. this year, Ford’s latest data tells a different story. The company posted a strong first half, following the general market trend that saw sales increases across most major car makers.

Ford’s total U.S. deliveries climbed 6.6 percent year-over-year in the first half. However, this upward trend doesn’t extend to Ford’s electric vehicle lineup, which has seen a sharp drop in demand across several key models.

Electric Sales Lose Ground

Through the first six months of the year, Ford sold 21,785 units of the Mustang Mach-E in the States, a 2 percent decline from the 22,234 sold during the same period last year. More concerning is the model’s second-quarter performance. Between April and June, Ford delivered 10,178 Mach-Es, down 19.5 percent from the 12,645 sold in Q2 of the previous year.

Read: Ford Pulls Mustang Mach-E From Sale Over Dangerous Door Lock Flaw

The gas-powered Mustang hasn’t been immune to slowing demand either. Sales fell 14.2 percent in the first half of the year, totaling 23,551 units. However, in the second quarter, it regained some ground, with 14,174 units sold, an increase of 3.2 percent compared to the same period last year.

That uptick allowed the gas-powered Mustang to outsell its electric counterpart in Q2, even though it still trails in year-to-date totals.

Lightning and E-Transit See Steep Declines

Interest in the E-Transit has also dropped off a cliff. In the first half, sales are down 33.8 percent to 4,174, while in Q2, things were even worse. Ford sold just 418 E-Transits during Q2, down 87.7 percent from the year prior. Sales of the all-electric Ford F-150 Lightning are also down, with 13,029 units sold this year, a drop of 16.7 percent. Sales declined by 26.1 percent in Q2 to 5,842 units sold, compared to 7,902 last year.

In total, Ford’s electric vehicle sales dropped 31.4 percent in the second quarter and 11.8 percent through the first half of the year. The good news for the company lies with hybrids, which are moving in the opposite direction. Hybrid sales rose 23.5 percent in Q2 to 66,448 units and are up 27.4 percent year-to-date, totaling 117,521.

Lincoln Sees Steady Growth

Lincoln also posted solid gains in the first half of the year, driven by strong demand for its SUV lineup. Total brand sales rose 12.8 percent year-over-year to 55,063 units, with a particularly strong showing in the second quarter, where sales climbed 31 percent to 31,332.

The Navigator stood out with an impressive 114.9 percent jump in Q2 sales, while the Aviator, Nautilus, and Corsair also posted double-digit increases. While Lincoln’s overall volume is modest compared to the Ford brand, its steady upward trend suggests growing interest in its premium offerings.

Strong Combustion and Hybrid Growth Balances Out EV Dip

Despite the sharp drop in EV sales, Ford and its Lincoln brand powered through, selling 1,113,386 vehicles in the US during the first half, a solid 6.6 percent increase over last year. The second quarter stood out with 612,095 new Ford and Lincolns finding buyers, marking a 14.2 percent jump from the previous year’s 536,050.

Ford USA Sales

Honda saw its sales increase in the United States through the first six months of the year. Sales data shows that some of the brand’s long-standing models are continuing to sell well, while some newer additions to the Honda range are also proving popular, including the updated Odyssey, Passport, and the all-electric Prologue.

Starting with the Prologue, a total of 2,799 examples found new homes in June. This represented a massive 237.2 percent spike from the 830 sold in June 2024. Year-to-date sales have also jumped by a huge 963 percent from 1,535 examples to 16,318 through the first half of 2025.

Read: 2025 Honda Prologue Gains Strength And Endurance, Can Now Travel 308 Miles

However, while the Prologue is selling well compared to the same period last year, it’s not smashing monthly sales records. In fact, in November 2024 alone, Honda sold 6,823 Prologues in the United States as shoppers rushed to get their hands on the new model. Additionally, the Prologue has been Honda’s lowest-selling model through the first half of 2025. Evidently, a large proportion of Honda buyers remains uninterested in an electric SUV, but the trend is still positive.

Sales of the Honda Passport are proving particularly strong this year. 4,433 were sold this June, a 67.7 percent rise from the 2,644 sold in June 2024. Year-to-date sales are also up 66.1 percent to 27,068 from 16,293. Honda didn’t break down how many of the Passports sold were the older model, and how many were for the 2026 version, which started to arrive at dealerships in February.

Honda USA Sales

Honda’s Odyssey is also performing well. It was updated roughly twelve months ago, and through the first half, 50,033 were sold, a 27.4 percent rise from last year. Sales soared 38.1 percent in June to 9,542.

In total, Honda managed to sell 670,765 vehicles in the first half of 2025, a 7.1 percent rise. In June, it sold 103,574, a 1.2 percent rise. Over at Acura, its year-to-date sales increased by 6.8 percent to 68,386, while in June, 10,912 new Acura models were sold, equating to a 5.4 percent rise.

Lancia spent years as one of Europe’s weakest car brands, with a bare-bones lineup and almost no sales outside Italy. Its outdated third-generation Ypsilon clung to life for 14 years before finally being replaced last year. Now, under Stellantis, the brand is showing signs of revival. A higher-performance Ypsilon HF has just launched, but something more exciting is already on the horizon.

In a press release earlier this week tied to the launch of the Ypsilon Rally6 race car, Lancia quietly revealed plans to revive what is arguably its most iconic nameplate: HF Integrale. Likely because the project is still in its early stages, Lancia’s revelation was short on details, but it did confirm the name will be used on the new Gamma and Delta.

Read: One Lancia Ypsilon HF Is Fast The Other Just Pretends

“HF will become the defining feature of all the high-performance versions within the new Lancia lineup,” the automaker confirmed, “today on the Ypsilon model and soon to appear in 2026 on the upcoming Gamma and Delta with the ‘HF Integrale’ label.”

Integrale, But With A Twist

Importantly, the HF Integrale versions of the new Gamma and Delta won’t mirror the original Delta HF Integrale. In its first generation form (and not the one that followed), that car earned its reputation in the World Rally Championship, powered by a turbocharged four-cylinder engine. The upcoming Delta, by contrast, is expected to be an electric vehicle, which, yes, may disappoint some purists.

According to a report from Autocar, the new Delta will be a sibling to the Vauxhall Mokka and is expected to ride on Stellantis’ CMP platform. While this architecture supports both internal combustion and electric powertrains, only high-performance EVs have been released on it so far, such as the new Lancia Ypsilon HF and the Peugeot e-208 GTI

If the Delta HF Integrale shares the same setup, it would likely feature a single electric motor producing 280 horsepower and 245 pound-feet of torque.

As for the Gamma, Lancia hasn’t revealed much. An HF Integrale version hasn’t been shown yet, and even the standard model is still under wraps. What we do know is that Lancia teased it late last year and confirmed it will be available as both a hybrid and an EV. More specifics will likely follow as the 2026 launch approaches.

As Rivian prepares to kick off production of its more affordable R2 series next year, it is making some tough staffing decisions . More than 100 salaried employees at its Normal, Illinois, facility are being let go, with most of the cuts affecting the manufacturing team.

While the layoffs are part of the company’s broader effort to streamline operations, the news has opened the door for another electric vehicle startup to step in. Scout Motors, a new EV brand launched by Volkswagen in the US market, is taking advantage of the opportunity. Rather than sitting on the sidelines, it is actively courting the newly displaced talent.

As Autoblog noticed, shortly after the layoffs were announced, Scout Motors’ head of logistics, Jacopo Marzetti, took to LinkedIn to express support for the affected Rivian workers, encouraging them to consider applying for positions at Scout. While Rivian hasn’t disclosed the exact number of job cuts, TechCrunch reports that around 140 positions are being eliminated and can, therefore, apply for a job at Scout.

Read: These Are The New Scout Terra Truck And Traveler SUV

According to Rivian, the layoffs are being made “as part of an ongoing effort to improve operational efficiency for R2.” Crain’s Chicago Business adds that “affected employees are eligible for rehire and encouraged to apply to other open positions within Rivian.”

A look at Scout Motors’ career page reveals it has 133 current vacancies. Some of these positions are crucial in engineering, focusing on body systems, drive systems, and energy systems. It’s also seeking vehicle software and electrical engineering staff, as well as specialists in logistics.

Most of the positions are in Columbia, South Carolina, the location of Scout’s forthcoming factory. There are also several positions available in Fremont, California, as well as at the brand’s innovation center in Novi, Michigan.

Shared DNA, but Key Differences

Former Rivian employees will bring valuable expertise to the Scout brand. Just like Rivian did, Scout is launching with an electric pickup and an electric SUV. However, the VW-owned brand is also readying range-extended models, something that Rivian doesn’t do. Even so, like Rivian, Scout’s models promise to be rugged and perfect for those with an adventurous spirit.

A key differentiator will be price. The Scout models will be priced from as low as $50,000 after incentives. By comparison, the Rivian R1T and R1S start at $69,900 and $75,900, respectively.

Electric models play a growing role in Kia’s global strategy, and the company has built a reputation for crafting some of the most compelling EVs in the business. But in the States, that reputation isn’t quite translating to strong sales this year.

Read: Kia Sold Just 37 EV9s In May, But A Gas Sedan Is On Fire

While Kia’s overall numbers are up, its two flagship electric models are moving in the opposite direction. Both the EV6 and EV9 saw steep drops in sales. The absence of the smaller EV5 and EV3 from North American showrooms may be starting to feel like a missed opportunity.

Electric Sales Hit a Wall

The latest sales data reveal that Kia sold 4,938 examples of the EV9 in the United States in the first six months of the year. That’s a massive drop of nearly 49% from the 9,671 sold over the same period in 2024. Things were no better in June, with just 913 new EV9s finding homes across the country, down 52% compared to the 1,905 sold in June 2024.

The EV6’s performance is also on a downward spiral. Year-to-date, sales are down 46%, with 5,875 units sold compared to 10,941 in H1 2024. Things were particularly bad in June. While 2,171 Kia EV6s were sold in June 2024, only 680 were delivered the same month this year, a devastating decline of 69%.

While we suspect some Kia executives may be worried about these numbers, especially given the looming end of the federal tax credits at the end of September, they can at least celebrate a strong start to 2025 across the rest of its range.

Gasoline Models Pick Up the Slack

Despite the dip in EV sales, Kia’s broader lineup has helped the brand start 2025 on a high note. Total U.S. sales reached 416,511 units through June, up 8 percent from 386,460 in the first half of 2024. That momentum slowed slightly in June itself, with 63,849 vehicles sold compared to 65,929 a year ago.

The standout so far has been the K5 sedan. Kia has moved 34,565 K5s this year, up from 12,807 cars sold in the first half of 2024. That’s a nearly threefold increase, giving the once-overlooked midsize sedan some well-deserved attention.

The Carnival minivan also got a sizable boost. Sales are up 57 percent to 33,152 units, from 21,083 at this point last year. The Telluride, one of Kia’s most in-demand models, has climbed 15 percent to 61,502 units from 53,700. And the Sportage continues to hold its title as Kia’s top seller in the United States, with sales growing 9 percent year-over-year, reaching 87,172 units.

KIA US SALES

For much of the past year, Tesla sales have been consistently dropping across major European markets. Unsurprisingly, this downward trend is continuing, although there has been some welcome reprieve for Tesla in a handful of markets thanks to the arrival of the heavily updated ‘Juniper’ Model Y.

The good news for Tesla starts in Norway. In June, Tesla sales jumped 54 percent in the country. The arrival of the new Model Y was a major boost, with registrations increasing 115.3 percent to 5,004 units. Similarly, Tesla sales rose by a considerable 60.7 percent in Spain to 2,632 units. This was also largely down to the new Model Y, with its sales rising 127.2 percent to 1,179 units. Sales in Portugal also rose 7.3 percent.

Read: Europe Keeps Buying More EVs Just Not From Tesla

Despite these strong-performing markets, there was a bloodbath in many other countries. In Sweden, things were particularly bad, with Tesla scoring a 64.4 percent decline last month compared to June 2024. As noted by Reuters, sales in Denmark have also collapsed by 61.6 percent. Despite the new Model Y now being available in Denmark, sales of Tesla’s best-selling model still dropped 31.2 percent to 1,155 units.

Other countries followed the same trend. In France, Tesla sales are down 10 percent, while in Italy, they fell by 66 percent.

Schmidt Automotive reports that Tesla has endured six year-on-year losses in quarterly new registration volumes across Western Europe, and is now staring down a seventh. Tesla’s share of the EV market shrank across the region to 7.2 percent in May, down from the 12.6 percent share it had in May 2024.

While Tesla CEO Elon Musk is no longer a special government employee under the Trump administration, it seems his involvement in politics is still having a major impact on European car shoppers. In addition, an ever-growing number of EVs from China are making their way to local shores, stealing market share from Tesla.

How does an almost unknown brand launch a supercar in 2025? Well, Oilstainlab thinks it has the answer with its HF-11, a mid-engined beast to be sold as an ICE and an EV, complete with a design that looks like a mix between a Porsche 911 and an Aston Martin Valkyrie. Several months after the car was first announced, some enticing powertrain specs have seen the light of day.

Oilstainlab names the likes of the Porsche Carrera GT, Sauber C9, and Gordon Murray T.50 as competitors for the HF-11. So, it’s no surprise that it’s working on some very exciting powertrains for it. Those who want an ICE will have a choice between a 4.6-liter flat-six or a larger 5.0-liter flat-six, both of which will be mid-mounted right behind the carbon fiber passenger cell.

Read: See Photos Of The $2.3M Oilstainlab Half-11 That Looks Like A Porsche Gone Wild

The “entry-level” 4.6-liter model will pump out 600 hp, a very solid figure considering the car only weighs 2,000 lbs or 910 kg. But, 600 hp is nothing compared to what the 5.0-liter model will have. According to the firm, it’ll have a whopping 1,200 hp, presumably achieved through a pair of turbochargers bolted to the flat-six.

Despite the flagship engine’s big displacement, considering it only has six cylinders, it’ll reportedly rev all the way to 12,000 rpm. When combined with either a six-speed manual or a seven-speed sequential, this engine should make the HF-11 an absolute animal capable of proper hypercar speeds. Both ICE versions will be rear-wheel drive.

Oilstainlab is also developing an all-electric version. It will pack around 850 hp, and customers will be able to order both the ICE and electric powertrains, as they’re switchable via a subframe swap.

The small American company plans to build just 25 examples of the HF-11. The standard model will cost around $1.85 million, but those wanting both the ICE and electric powertrains will need to cough up $2.3 million.

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The days of generous federal tax credits for electric vehicles may be numbered, and the countdown is moving faster than expected. Lawmakers in the Senate are now pushing to end the $7,500 tax credit for new EV purchases even earlier than previously proposed, potentially phasing it out by September 30, 2025.

Read: Republican Senators Are After Your EV Tax Credit

If the bill passes, the cost of buying a new EV could rise significantly once the credit disappears. And it’s not just new vehicles facing changes. The same Senate budget proposal also targets the $4,000 tax credit for used EVs, which may be eliminated as part of the legislation.

A Rapidly Accelerating Timeline

As we reported in mid-June, President Donald Trump’s “One Big Beautiful Bill Act” first proposed cutting the EV tax credit, and more recently, Republican Senators aimed to axe the EV credit within 180 days of legislation being passed. They also proposed ending the used EV credit within 90 days, and wanted to immediately cancel it for leased vehicles not manufactured in the United States. This timeline could be accelerated.

Now, under the latest revisions, both credits could vanish as soon as late September, less than three months from now. Lawmakers are aiming to finalize the legislation by July 4, so a decision may come sooner than expected.

A Double-Edged Bill for Automakers

If the credits do disappear, it’s likely to affect demand, at least in the short term. Fewer incentives usually mean fewer buyers, and many automakers could see EV sales take a hit. Yet in a somewhat contradictory move, the same bill also proposes eliminating penalties for manufacturers that fall short of federal fuel economy targets. That change could ease regulatory pressure on automakers, potentially softening the financial blow from declining EV sales.

Dealers Ask for a Grace Period

Auto retailers are already bracing for disruption. Speaking with Auto News, the National Automobile Dealers Association (NADA) urged lawmakers to allow for a smoother transition.

“Dealers are still carrying a high EV inventory with approximately 140,000 EVs currently on dealer lots,” NADA said. “If EV tax credits are going to be repealed, NADA urges Congress to include a reasonable transition period.”

Even if the final cutoff date shifts slightly, it’s increasingly likely that both new and used EV credits will disappear before the end of 2025. So if you’re thinking about buying or leasing an electric vehicle, you may want to move sooner rather than later.

The new-age Leaf might be the spark that Nissan needs to capture public attention again, but it’s not the only model working in the brand’s favor. Another EV has been quietly gaining traction, and it might be an even more immediate success story.

We are, of course, talking about the N7 that was recently launched in China. Built through the Dongfeng-Nissan joint venture, it received more than 20,000 orders within six weeks of its release. Yes, that’s nothing compared to the 289,000 YU7 orders that Xiaomi claims to have locked in within just one hour, but over 20,000 is a respectable figure for Nissan and shows it’s at least done something right with its new EV.

Read: Nissan’s $17K Maxima-Sized EV Took Off In China And Now It’s Going Global

In a social media post, Nissan confirmed that after N7 deliveries began in China on May 17, it’s now celebrating the handover of its 10,000th unit to a customer after 45 days While that number isn’t especially notable for a new EV in China, it does stack up well against Mazda’s EZ-6.

According to Chinese media, Nissan reportedly delivered 3,034 N7s in May, while Mazda moved just 1,821 units of the EZ-6 during the same period.

Part Japanese, Part Chinese, All Successful

One reason the N7 seems to be gaining traction is its approach, which aligns with that of many successful Chinese EVs. It delivers a well-rounded package, combining modern features and everyday usability at a highly accessible price. Depending on the trim, it starts at 119,900 yuan (around $16,800) and tops out at 149,900 yuan (about $25,100), making it a compelling option for budget-conscious buyers who still want a full-featured electric vehicle.

The N7 features a sleek, contemporary exterior that’s likely to resonate with a wide range of buyers. Inside, the cabin takes a minimalist approach, anchored by a large central infotainment screen, a digital gauge cluster, dual wireless smartphone chargers, and a clean, flowing dashboard. The two-spoke steering wheel, fitted with a pair of toggles, mirrors the design language seen in many other EVs currently on the Chinese market.

Encouraged by the strong response in China, Nissan now plans to bring the N7 to global markets. Although specific countries haven’t been officially confirmed, Japan and Australia are expected to be among the first. There’s also a strong possibility the model will be introduced in Malaysia and select European markets, if not across the region.

Electric or not, the M3 still matters, especially when BMW decides to shake things up. Car enthusiasts haven’t exactly been begging for an all-electric version of the M3, but that hasn’t stopped BMW from building one anyway.

The upcoming EV, currently referred to as the iM3, will be sold alongside the combustion-powered version of the sports sedan. Over the past year, it’s been spotted undergoing testing in multiple locations around the globe. Now, two new prototypes have been caught by our spy photographers, giving us a closer look at some previously unseen details.

Sharp Looks, Familiar Details

One of the camouflaged test cars appears to be wearing production-ready fender flares for the first time. These widened arches are a subtle but important detail, giving the car a broader, more aggressive stance that mirrors the current G80 M3’s proportions. Visually, they make a strong first impression.

Read: BMW’s Electric Super Sedan Could Arrive Sooner Than You Think

This same prototype is also equipped with a set of eye-catching black wheels featuring an intricate spoke design, similar to those of the G80 and the G82 M3. As we’ve seen in the past, it also has a Neue Klasse-inspired front fascia with sleek headlights that flow gracefully into the small faux kidney grilles. There are no coffin grilles in sight.

Similarly, the rear end is radically different than the current six-cylinder model, and thankfully, does not appear as short and stumpy as the weird rear of BMW’s recently unveiled Vision Driving Experience Concept.

Heavyweight Status Confirmed

A second prototype was also spotted, this time fitted with a set of 20-inch Michelin Pilot Sport S 5 tires, sized at 295/35. More interestingly, our photographers also managed to capture a shot of the door badge displaying the car’s VIN and preliminary weight figures.

Four numbers were listed: 2,675 kg (5,897 lbs), 4,475 kg (9,865 lbs), 1,250 kg (2,756 lbs), and 1,475 kg (3,252 lbs). The first figure, 2,675 kg (5,897 lbs), appears to represent the gross vehicle weight or the total allowable weight of the car, including its own mass, passengers, cargo, and fluids. The second figure, 4,475 kg (9,865 lbs), likely refers to the gross combined weight when towing a trailer. The final two numbers specify the maximum axle loads: 1,250 kg (2,756 lbs) at the front and 1,475 kg (3,252 lbs) at the rear.

The number that stands out is the preliminary gross weight of 2,675 kg (5,897 lbs), and how that stacks up against the current ICE-powered M3 Sedan. According to BMW’s spec sheet, the base M3 has a curb weight of 1,780 kg (3,924 lbs) and a maximum permissible weight (presumably equivalent to gross weight) of 2,210 kg (4,872 lbs).

More: The 2025 BMW M5 Weighs 1,000 Lbs More Than Its Predecessor, Is Heavier Than Many F-150s!

That would make the electric M3 prototype at least 465 kg (1,025 lbs) heavier than its gas-powered counterpart, but somewhat surprisingly, possibly lighter than the ICE M5, which has a maximum permissible weight of 2,950 kg (6,504 lbs) and a curb weight of 2,510 kg (5,534 lbs).

However, it’s worth pointing out that the ICE model’s gross weight includes a full tank of fuel and various fluids not needed in an EV. For reference, the ICE M3 also has maximum axle load ratings of 1,080 kg (2,381 lbs) at the front and 1,180 kg (2,601 lbs) at the rear.

The interior of this car was also snapped. However, it has been fitted with several temporary parts, including two displays that won’t make it to the production model. Perhaps the only part visible on this prototype that could make it to production is the intriguing steering wheel.

BMW hasn’t officially announced a launch date, but according to a report, production is expected to begin in March 2027 and continue through October 2034. For now, only a sedan is mentioned, though rumors of a Touring version continue to circulate.

Baldauf