As Toyota continues pushing forward with its multi-pathway strategy in Europe, the brand is gradually building out its electric lineup alongside its well-established hybrid offerings. During a presentation in Greece, we had the chance to get an early look at three upcoming models: the refreshed bZ4X, the new C-HR+, and the all-electric Urban Cruiser. All three are headed to European roads later this year.

More: Akio Toyoda Says EVs Are Dirtier Than You Think

Out of the trio, it was the smallest one that stood out. The Urban Cruiser, which made its debut in December 2024, is Toyota’s latest entry in the competitive B-SUV (subcompact) segment. Specifically developed for European buyers, this small EV will begin reaching customers in autumn 2025.

Toyota Looks to Suzuki for Its Smallest EV

While the Urban Cruiser acts as an electric counterpart to the Yaris Cross Hybrid, the similarities end with the badge. Underneath, it rides on Suzuki’s Heartect-e platform, shared with the upcoming eVitara, instead of Toyota’s e-TNGA architecture. Much of the exterior and interior design also mirrors the Suzuki, with only minor tweaks to differentiate the two.

Photos Thanos Pappas / Carscoops

At the front, Toyota adds its own identity through a hammerhead-style lighting signature and a more refined bumper design. These give the Urban Cruiser a cleaner, more cohesive look compared to its Suzuki twin. Apart from Toyota’s emblems and new taillight graphics, the rest of the body panels are essentially unchanged.

Inside, Space Outranks Luxury

Despite its shared features with the Suzuki, the Urban Cruiser aligns well with Toyota’s design language, thanks to its chunky front end, muscular fenders, and darkened taillight cluster. The SUV measures 4,285 mm (168.7 inches) in length, placing it between the 4,180 mm (164.6 inches) Yaris Cross and the 4,360 mm (171.7 inches) C-HR. However, its EV-specific packaging allows for a 2,700 mm (106.3 inches) wheelbase, which is longer than both of those models as well as the larger Corolla Cross.

Photos Thanos Pappas / Carscoops

This extra length pays off inside. Rear passengers benefit from generous legroom and a sliding bench, making the cabin feel roomier than the Yaris Cross. That said, headroom in the back is more limited, particularly for taller occupants. The fixed sunroof and the floor-mounted battery take up vertical space, which might be noticeable for those who prefer sitting upright.

More: Toyota’s Flagship EV Will Be Powered By Huawei And Xiaomi Tech

Predictably, the rest of the interior is virtually identical to the Suzuki eVitara, with Toyota’s influence being limited to the emblem on the steering wheel and the Urban Cruiser lettering on the floor mats. The perceived quality is not bad despite the liberal use of hard plastics.

I’m not a fan of the glossy black finish of the floating center console, but the ambient lighting, the unusual texture on the door cards and the seat upholstery look pretty modern. Luckily, there are a few physical controls under the digital cockpit comprising a 10.25-inch instrument cluster and a 10.1-inch infotainment.

FWD and AWD Options, Up to 400 km Range

Under the skin, the Urban Cruiser offers the same range of powertrains as the eVitara. Buyers can choose between two battery capacities and three drivetrain options. The front-wheel drive version with the larger 61 kWh lithium-iron phosphate battery delivers a targeted range of around 400 km (249 miles). A dual-motor, all-wheel drive setup increases output to 182 hp, though the estimated range drops slightly to about 350 km (217 miles).

We’re looking forward to seeing how these figures translate to real-world driving once we get behind the wheel.

QUICK SPECS

So What’s With The Land Cruiser Reference?

The name Urban Cruiser may sound like a playful nod to the Land Cruiser, evoking a sense of off-road spirit in a much smaller package. Toyota underscores the Urban Cruiser’s light off-roading potential with features like Downhill Assist Control and Trail Mode for slippery surfaces.

Still, no one expects the eVitara-based EV to be as capable as a Suzuki Jimny (never mind the Land Cruiser) off the beaten track. After all, Toyota is working on a baby Land Cruiser for more serious off-road applications.

Interestingly, this isn’t the first time Toyota has used the Urban Cruiser name. It debuted on a 2006 concept, followed by a production model based on the Yaris sold in Europe from 2008 to 2014. That model also had a twin in North America, where it was known as the Scion xD. More recently, Suzuki-built models under the Urban Cruiser name have appeared in global markets, mostly aimed at India and other emerging regions.

A Growing EV Lineup

The Urban Cruiser is just one piece of Toyota’s growing electric strategy in Europe. During the same event in Greece, it sat alongside the facelifted bZ4X (simply called the bZ in North America) and a prototype of the C-HR+, both of which are expected to launch in 2025. Though they share some design language at the front, each model serves a different purpose.

The C-HR+ leans into a more upscale and sporty image, with a coupe-like roofline and sharper styling that positions it at the heart of the C-SUV (compact) segment. It shares a few cues with the standard C-HR but is noticeably larger and bolder. In contrast, the refreshed bZ4X keeps things more family-friendly and adds some light trail capability thanks to its Subaru-sourced X-Mode AWD system.

More: Why Toyota Made Its Smallest SUV Faster Than A Sports Car

Toyota plans to round out its European EV portfolio next year with the bZ Woodland, a sibling to the Subaru Trailseeker. That will bring the total to four electric models in the region, quadrupling Toyota’s zero-emission options in just two years.

Having four EVs might seem like a lot for a company whose president has openly questioned their environmental benefits, but some markets are getting even more options. China, for example, offers five electric Toyotas: the bZ3, bZ3X, bZ4X, bZ5, and bZ7.

North America is expected to eventually match that number, though with a different lineup. US buyers will have access to the C-HR+, bZ, bZ Woodland, and an upcoming three-row SUV that will be built locally.

Photos Thanos Pappas / Carscoops

As demand patterns shift in the auto industry, the tension between future-focused electric vehicles and proven combustion models continues to shape manufacturing plans.

Toyota has always been a strong believer in that a multi-energy approach is best, which is why you’ll find EVs, hydrogen fuel-cell cars and combustion models in its showrooms. But the brand is experiencing such a massive demand for one particular ICE SUV it was forced to press pause on a planned new EV to make room.

Related: Akio Toyoda Says EVs Are Dirtier Than You Think

An electric SUV that was to be built at the automaker’s Princeton, Indiana, plant from 2027 now won’t start rolling off the line until 2028, according to a Bloomberg report. And that line has been switched to Toyota’s Georgetown site, where another EV will start production in the back end of 2026, around six months later than planned.

This is bad news for EV fans, but could be good news for anyone looking to buy a Grand Highlander in the next couple of years.

There are a couple of reasons for the delay and switcheroo, one of which is that EV sales haven’t taken off in the way Toyota – and every other automaker – thought they might. Although the brand’s own bZ4X had a great first quarter, and the facelifted model, now called simply bZ, is a much stronger proposition, the overall US EV market is growing at a slower rate than in previous years.

Hybrids and Gas Models Are Still Pulling Ahead

And going hand-in-hand with that is the much faster growth being experienced by the hybrid segment and the continued appeal of simple gas cars, trucks and SUVs. Toyota’s Grand Highlander – which is available in gas and hybrid forms – has proved such a hit with buyers that the automaker desperately needs to make more of them.

The Grand Highlander was Toyota’s second-best-selling non-truck model in June, deliveries jumping 92 percent when, at the same time, even the number one spot RAV4 was down 4.5 percent.

The rush to pick up one of the midsize SUVs left dealers with just a three-day supply at the end of that month, Bloomberg reports, and switching production of the delayed-to-’28 EV will ensure Toyota has plenty of spare Grand Highlander capacity at Georgetown going forward.

Toyota

Even as the global car market continues to shift, one thing remains certain: Toyota knows how to move metal. After a brief detour in second place, the Toyota RAV4 is back on top as the world’s best-selling car, edging out the Tesla Model Y by a sliver.

And it’s not just the soon-to-be-replaced RAV4 doing the heavy lifting, as Toyota has managed to land five models in the global top ten, including the Corolla Cross, Corolla sedan, Hilux, and Camry.

More: New RAV4, See Every Angle And Hidden Detail

This ranking comes from industry analyst Felipe Munoz, who compiled a detailed snapshot of 2024’s global car sales by model. His methodology pulls from a wide mix of sources, including national statistics offices, dealership associations, customs data, specialized websites, blogs, other analysts, and informed estimates. According to Munoz, the ranking covers 153 markets, accounting for roughly 99% of all cars sold globally.

Toyota Retakes the Lead, Barely

Combined sales of the Toyota RAV4 and its China-market twin, the Wildlander, reached 1,187,000 units in 2024. That was just enough to slide past the Tesla Model Y, which landed at 1,185,000 units. It’s a narrow win, but a win nonetheless.

It’s important to note that both the RAV4 and Model Y were refreshed shortly after the period covered by this report. Toyota rolled out a full redesign for the RAV4, that hasn’t gone on sale yet while Tesla introduced its updated Model Y Juniper that’s already available.

That said, the Model Y still holds the title for best-selling EV worldwide by a comfortable margin. Its 2025 numbers, however, are already showing signs of slowing.

Compact Crossovers Keep Climbing

The Toyota Corolla Cross occupied the third place with 859,000 sales, benefiting from the fact it is offered in many different markets around the world. The compact crossover was closely followed by the Honda CR-V/Breeze SUV that sold 854,000 units.

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Toyota’s dominance continues with the Corolla / Levin Sedan (697,000 units) in the fifth place and the Toyota Hilux (617,000 units) in the sixth place.

World’s Best Selling Pickup

The aging Hilux is due for a new generation soon, but that didn’t stop it from becoming the world’s best-selling pickup. Despite not being sold in North America or China, two massive truck markets, it still managed to outpace all competitors. Right behind it in the global rankings is the Ford F-150, which sold 595,000 units and claimed seventh place overall. In the US, the F-150 was the second best-selling vehicle of 2024, coming in just behind the RAV4.

More: Cracks Are Beginning To Appear In China’s Largest EV Maker

Rounding out the top ten are three sedans that continue to hold their ground in a market that increasingly leans toward crossovers and SUVs. The Toyota Camry took eighth with 593,000 sales, followed by the Tesla Model 3 at 560,000 and the BYD Qin at 502,000. BYD’s entry marks the only Chinese brand on the list this year, underscoring the company’s steady rise as a global competitor in both EVs and internal combustion vehicles.

Affordable electric cars are no longer just a pipe dream or limited to niche startups. Some of the biggest automakers are now stepping into the space, and the results are getting interesting. The Toyota bZ3X is a clear example that the Japanese giant, despite years of skepticism about EVs, can build a budget-friendly electric vehicle. Well, at least, with some help from its Chinese partners and manufacturing infrastructure.

One of the first markets outside of China where the bZ3X was launched is Ethiopia. It has been revealed that the electric SUV will be sold through select dealers in Addis Ababa and private importers, with prices starting at 6.3 million birr, or approximately $48,000. Local shoppers have pricey duties to blame for the bZ3X’s massive price hike.

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

According to Birr Metrics, the new Toyota is subject to a 35 percent customs tax, an excise tax of up to 30 percent, VAT of 15 percent, a 10 percent surtax, and a 3 percent withholding tax. Talk about tax overload. Given the EV’s starting price, it’ll remain far out of reach for most new car buyers in Ethiopia.

Interestingly, the market for EVs is growing rapidly in the country. In early 2023, there were just 4,600 registered personal EVs, but this has increased to around 14,000 this year. In 2024, over 60% of newly registered cars were also EVs. This comes even though Ethiopia’s charging infrastructure remains underdeveloped, with most public chargers found in the nation’s capital. The country aims to have 3,000 charging stations operational by 2030.

Will It Be Sold Elsewhere?

Toyota has not yet announced what other markets the bZ3X will be sold in. If it can become available in regions like Europe, Southeast Asia, and Oceania, it could become quite popular, depending, of course, on its price.

In China, buyers can choose from three battery configurations: a 50.03 kWh LFP pack, a 58.37 kWh mid-range option, and a top-tier 67.92 kWh battery. These versions are labeled 430, 520, and 610 respectively. Pricing starts at 109,800 yuan (about $15,200) for the base 430 model, or as low as 104,800 yuan (around $14,500) with available subsidies. At the top of the range, the 610 Max trim goes up to 159,800 yuan (approximately $22,000).

Despite its entry-level pricing, the bZ3X doesn’t skimp on features. The cabin includes a large infotainment screen, digital instrument cluster, wireless phone charger, ambient lighting, and a standard 11-speaker Yamaha sound system. It’s well equipped for the price point.

The bZ3X is just one part of Toyota’s growing EV push in China. The company has been rolling out several surprisingly affordable models, including the bZ5 crossover aimed at the Tesla Model Y, which starts at 129,800 yuan (around $17,900). There’s also the upcoming bZ7 large sedan, expected to launch later this year at a price just north of $20,000.

At the 2025 Toyota Technology Day in China, there was no shortage of promises and future-focused tech talk. While much of the spotlight was on product updates, the real takeaway was Toyota’s push to inject artificial intelligence and advanced electrification into its lineup, especially in partnership with local tech giants.

More: Toyota’s New Model Y Rival Just Launched In China For Less Than A Used Corolla

Among the headline announcements, next-generation versions of the Highlander and Sienna will feature extended-range electric powertrains. Alongside these updates, Toyota and its local joint venture partner GAC laid out plans for two new energy vehicle platforms and confirmed strategic collaborations with Chinese heavyweights like Huawei and Xiaomi.

Two New EV Platforms in the Pipeline

Starting with the new platforms, they are designed for “new energy vehicles”, meaning they will be compatible with fully electric, range-extender, and plug-in hybrid powertrains. One platform is optimized for compact to mid-size vehicles under 5 meters long (196.9 inches), while the other is designed for larger vehicles up to 5.3 meters (208.7 inches).

Toyota’s upcoming bZ7 will be the first model to use the larger of the two new platforms. Serving as the brand’s electric flagship in China, depending on pricing, it could positioned as an affordable rival to the similarly sized Tesla Model S. Although the bZ7 was first previewed in April 2025, its launch in the Chinese market is scheduled for the first quarter of 2026.

This model also marks a major shift in Toyota’s tech strategy. The fully electric bZ7 will be the first to feature the Huawei DriveONE powertrain, which combines the motor, MCU, and inverter into a single integrated unit. Inside, it gets the Huawei Hongmeng cockpit system, offering an updated suite of apps and connectivity options. It will also come equipped with a LiDAR sensor, suggesting it’s being prepped for advanced autonomous driving capabilities.

AI, ADAS, and the “Caring Butler” Future

Besides the new platforms that are being developed in China, GAC Toyota is working on a new electronic architecture that will support the next generation of ADAS and advanced intelligent cockpits. Artificial intelligence is expected to play a growing role in how these systems evolve.

According to Chinese outlet Sohu, GAC believes the in-car voice assistant will become a “caring butler” by 2026–2027, and by 2028, it’s expected to mature into a “symbiotic partner” capable of intuitively responding to user needs, even claiming to “read people’s hearts.”

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

The Japanese automaker will also collaborate with Xiaomi for in-vehicle technology, such as audio, and a clever intercommunication system between front and rear occupants using the built-in screens and cameras.

Digital Chassis and Broader AI Integration

Looking further ahead, upcoming GAC Toyota models will feature an AI-powered “intelligent digital chassis.” This system will be able to read road conditions in real time, adjusting suspension characteristics through electromagnetic shock absorbers and dual-chamber air suspension systems, which sounds similar to what Tesla is offering on higher end models.

Also: Toyota Showed Dealers New Celica But Still Won’t Say If It’s Coming

GAC Toyota also envisions an AI ecosystem extending beyond vehicles. The company plans to integrate AI into areas like research and development, manufacturing, quality inspection, and logistics. What’s less clear is whether any of these innovations will make their way into Toyota’s global product lines, or if they’ll remain exclusive to the Chinese market.

Shopping for a new car on a tight budget in the US often feels like choosing between a rock and a base-model hard place. At $18,000, your options are basically limited to something like the subcompact Nissan Versa or, if you’re lucky, a leftover 2024 Mitsubishi Mirage gathering dust on a dealer lot.

Take that same $18,000 across the Pacific to China, though, and suddenly you’re looking at an entirely different class of vehicle. One example? Toyota’s newly launched all-electric bZ5, a compact electric crossover priced from just 129,800 yuan, or roughly $18,100 at current exchange rates. That’s less than what many used five-year-old Corollas go for in the States.

Read: New Toyota bZ5 Debuts In China And It’s Powered By BYD

It’s a shockingly low price for what appears to be a well-equipped compact crossover with modern tech and clean styling that doesn’t scream ‘budget car’ from across the parking lot.

First showcased last month but only just launched in China, the bZ5 is the production version of the bZ3C that was presented 12 months ago in Beijing. It has been brought to life through the FAW-Toyota joint venture and will be offered in four variants.

Decent Performance

Under the hood – well, under the front panel, every version of the bZ5 come equipped with a front-mounted electric motor producing 200 kW (268 horsepower) and 330 Nm (243 lb-ft) of torque. Charging is handled via a 90 kW fast-charging system, which can take the battery from 30 to 80 percent in 27 minutes.

As for dimensions, the bZ5 measures 188.2 inches (4,780 mm) long, 73.5 inches (1,866 mm) wide, and 59.4 inches (1,510 mm) tall, with a wheelbase of 113.4 inches (2,880 mm). That makes it noticeably larger overall than the bZ4X that has been renamed to bZ in America, which measures 184.6 inches (4,690 mm) long, 73.2 inches (1,865 mm) wide, and 65.0 inches (1,650 mm) tall, with a 112.2-inch (2,850 mm) wheelbase.

Trim Levels, Pricing, and Range

Toyota hasn’t done something sneaky by introducing a bargain-basement entry-level version and then jacking the prices up significantly for higher-end models. In fact, the flagship version starts at just 159,800 yuan, or approximately $22,200.

Sitting at the base of the bZ5 family is the 550 Joy, priced from 129,800 yuan ($18,100). Right above it is the 550 Pro from 139,800 yuan ($19,400), the 550 Pro Smart Edition starting at 159,800 yuan (~$22,200), and the 630 Pro, which is also available from 159,800 yuan ($22,200). Both models use BYD’s Blade LFP battery packs.

The 550-branded models have a 65.28 kWh pack offering up 550 km (342 miles) of range, while the 630 Pro uses a 73.98 kWh pack good for 630 km (392 miles). Bear in mind, though, that these are figures from the generous CLTC cycle and probably won’t be quite as impressive in the real world.

Even so, for the money, there’s not much to complain about. Not only is the bZ5 cheap compared to what we pay here in the US for even the most basic of EVs, it also comfortably undercuts the Tesla Model Y in China. Despite being built locally, prices for it start at 263,500 yuan ($36,700), meaning you could buy two bZ5s for the price of one base RWD Model Y.

It’s not as though the Toyota is lacking in features either. It includes a Navigation on Autopilot system that uses 33 sensors, including a LiDAR in high-end models. There’s also a 10-speaker JBL audio system and a 15.6-inch infotainment display. Unlike the Model Y, there’s also a digital instrument cluster.

Photos Autohome / Toyota

It hasn’t been an easy ride for Toyota and Subaru’s first major foray into the EV market. The Toyota bZ4X and Subaru Solterra stand out for their unconventional styling, but unfortunately, not for reasons that win over buyers. Now, Toyota has been hit with a lawsuit in the US that claims the vehicles have 12-volt batteries prone to premature failure, and that the carmaker knew about the problem before it began selling the vehicles.

Filed in California, the class action lawsuit targets 2023 to 2025 model year Toyota bZ4X and Subaru Solterra models. According to the complaint, the 12-volt batteries in these EVs are prone to draining quickly and dying altogether. Although the vehicles are still under warranty and dealers have reportedly been replacing the batteries, the lawsuit alleges that replacements are just as unreliable.

Read: Toyota Kills bZ4X To Welcome New bZ

As with over EVs, the 12-volt battery in question isn’t the one powering the car’s electric motors. It handles secondary systems like the windows, seats, HVAC fans, radio, lights, and wipers. It’s also believed to activate a relay that connects the main battery pack to the electric drivetrain. In other words, it may be small, but when it fails, the car is effectively dead in the water.

Just a single plaintiff has been named in the lawsuit: John Wade. He bought a 2023Toyota bZ4X in March 2023 and says he began experiencing issues within weeks. According to the filing, a series of warning lights lit up the dashboard before the vehicle completely shut down, requiring roadside assistance just to get moving again. Less than 2,000 miles later, the 12-volt battery failed a second time. This time, even a jumpstart couldn’t revive it.

Wade claims he was forced to tow his EV to a nearby Toyota dealership, which replaced the 12-volt battery. In December 2024, this replacement battery died. While attempting to diagnose the problem on his own, Wade paid $4,800 for a Level 2 home charger as he believed the issues may have stemmed from “not using a sufficient EV battery charger.”

Toyota now has until July 3 to officially respond to the lawsuit. For both Toyota and Subaru, the case raises questions about how well early EV issues are being addressed, particularly when they involve something as basic as the 12-volt battery system.

Drivers may love the promise of hands-free, mind-at-ease driving, but not all advanced driver assistance systems are created equal. Tesla has long marketed its vehicles as tech-forward and autonomous-ready, but fresh data from Euro NCAP tells a different story, especially when it comes to how clearly the system communicates with drivers.

More: Chinese SUV Beats Porsche Macan To Become Euro NCAP’s Safest EV In 2024

The Model S earned just 30% in Assistance Competence, a category where even smaller and more affordable EVs outperformed it. For comparison, the Kia EV3 scored 74% and the Renault 5 managed 73%. Both vehicles cost significantly less and make fewer promises about automation.

Euro NCAP’s Assisted Driving Grading program is built to evaluate how safely and responsibly automakers implement partially automated features. The scoring system weighs two key areas: Assistance Competence, which looks at how well the system communicates with the driver, and Safety Backup, which assesses how the car handles actual safety interventions, such as collision avoidance.

In the most recent round of testing, both the Tesla Model S and the Volvo EX30 received a “Moderate” rating, an underwhelming result for two companies that lean heavily on safety and tech in their marketing.

Tesla’s Language Problem

Tesla’s latest Autopilot system in the Model S did deliver a strong 94% score for Safety Backup, but its poor Assistance Competence score pulled the overall rating down. Euro NCAP cited the misleading “Autopilot” branding and promotional language, which they say overstates the system’s capabilities and can mislead drivers into overestimating how autonomous the system really is.

“Tesla is misleading consumers about their Autopilot system’s capabilities simply through its name and marketing, which could have potential safety implications,” said the organization. “A well-designed system will co-operate with the driver, appropriately inform about the level of assistance, and ultimately offer crash avoidance in critical situations; otherwise, it may introduce additional risks.”

Another problem noted by the testers is that the steering input of the Model S is resistant to a driver attempting to override it, and when they do, it automatically disengages.

“The name ‘Autopilot’ of Tesla’s system, as well as its promotional material, all suggest full automation, which is deemed inappropriate by Euro NCAP and led to a downgrade in their score,” said Euro NCAP. “Additionally, unlike the Porsche, its steering input is resistant to a driver attempting to override it, and when the driver does, the system automatically disengages, limiting its usefulness.”

EuroNCAP

As for the Pilot Assist system fitted on the Volvo EX30, it scored 72% for Safety Backup and 62% for Assistance Competence. The main reason for the relatively low scores is that the driver has to take their eyes off the road in order to check the system alerts on the centrally mounted touchscreen. Furthermore, the driving assistance systems were found not to disengage, even after repeated hands-off alerts.

Other vehicles in this round had mixed showings. The MG ZS also landed in the “Moderate” category, while the Mazda CX-80 and the Chinese XPeng G9 fared better with “Good” ratings.

The Pleasant Surprises

More encouraging results came from four models that earned a “Very Good” rating. The Porsche Macan’s, using its InnoDrive system with Active Lane Keeping, scored 92% for Safety Backup and 85% for Assistance Competence, the highest in this round. Euro NCAP praised the clarity of its status displays and the transparency of its promotional materials.

More: The Brands With The Most 5-Star Safety Ratings Over The Last 10 Years

Other good performers with intuitive systems included the facelifted Toyota bZ4X crossover and the Kia EV3 small SUV. Finally, the Active Driver Assist package of the Renault 5 electric supermini impressed Euro NCAP’s testers, who praised it for “demonstrating how assisted driving systems can perform just as well on more affordable cars”.

Adriano Palao, ADAS Technical Manager at Euro NCAP, said: “The safe operation of Assisted Driving systems can only be achieved if consumers clearly understand their role as drivers, know how to operate the system, and are aware of its limitation…A well-designed system will cooperate with the driver, appropriately inform about the level of assistance, and ultimately offer crash avoidance in critical situations; otherwise, it may introduce additional risks.”

Below you can find the scores of all nine models that participated in this testing phase.

EURO NCAP ASSISTED DRIVING 2025 TEST RATINGS

A sign for the Public Broadcasting Service, or PBS,  is seen on its building headquarters on Feb. 18, 2025 in Arlington, Virginia. (Photo by Kayla Bartkowski/Getty Images)

WASHINGTON — The Public Broadcasting Service and Lakeland PBS in Minnesota sued the Trump administration Friday, arguing an executive order seeking to cut off their federal funding violates the Constitution and would “upend public television.”

The lawsuit was filed just days after a collection of National Public Radio stations sued President Donald Trump over the same executive order, which blocked the Corporation from Public Broadcasting from funding the networks.

PBS wrote in its 48-page filing that it disagrees with claims made by the executive order, including that federal spending on public media is “corrosive to the appearance of journalistic independence” and that the news organization doesn’t present “a fair, accurate, or unbiased portrayal of current events to taxpaying citizens.”

“PBS disputes those charged assertions in the strongest possible terms,” the lawsuit states. “But regardless of any policy disagreements over the role of public television, our Constitution and laws forbid the President from serving as the arbiter of the content of PBS’s programming, including by attempting to defund PBS.”

The case was filed in the U.S. District Court for the District of Columbia, but hadn’t been assigned to a judge as of Friday evening.

White House: PBS supports ‘a particular political party’

White House principal deputy press secretary Harrison Fields wrote in a statement responding to the lawsuit that the “Corporation for Public Broadcasting (CPB) is creating media to support a particular political party on the taxpayers’ dime.

“Therefore, the President is exercising his lawful authority to limit funding to NPR and PBS. The President was elected with a mandate to ensure efficient use of taxpayer dollars, and he will continue to use his lawful authority to achieve that objective.”

The lawsuit says Trump’s executive order violates the law that governs the Corporation for Public Broadcasting, which gives it independence from politicians who might try to control its programs.

“Congress took pains to ensure that the development of public television would be free from political interference, including with respect to content and funding decisions,” the suit states.

It also claims implementing the order would violate the First Amendment of the Constitution.

“The EO makes no attempt to hide the fact that it is cutting off the flow of funds to PBS because of the content of PBS programming and out of a desire to alter the content of speech,” the lawsuit states. “That is blatant viewpoint discrimination and an infringement of PBS and PBS Member Stations’ private editorial discretion.”

PBS says federal funds ‘instrumental’ for operations

The lawsuit says the loss of funding from the Corporation for Public Broadcasting envisioned in the executive order would upend programming at PBS and its member stations throughout the country.

“Public television stations receive approximately $325 million in annual federal funding from CPB, nearly all of which goes to PBS Member Stations,” the lawsuit states. “Those funds, which comprise more than 50% of the overall budgets of certain PBS Member Stations, are instrumental to enabling them to operate, to produce programming that serves their local communities, and to pay PBS dues that make PBS programming and services possible.”

Toyota may be riding high with its hybrid-heavy lineup and ambitious plans to have 20% of US sales come from plug-in hybrids by 2030, but the company isn’t stopping there. It also has big plans to expand its electric vehicle offerings in the US. By mid-2027, Toyota and Lexus will introduce no fewer than seven new EVs across North America, including a range of models that could give it the edge against the competition.

More: Toyota And Lexus Will Launch 15 EVs By 2027 And That’s Just The Start

First, Toyota is adding a few more electric options to its own lineup. Expect the facelifted bZ4X crossover (now named the bZ), the bZ Woodland, the C-HR, and an upcoming three-row SUV. On the Lexus side, the RZ crossover will be joined by an electric version of the new-generation ES sedan introduced last month and a larger SUV to boot.

US-Made Electric SUVs Are Coming

While many of these models will be imported, the big news is that the upcoming three-row SUVs, one from Toyota and one from Lexus, will be manufactured right here in the United States. After a brief delay, production will start in 2026 at two factories in Georgetown, Kentucky, and Princeton, Indiana. These new electric SUVs will go head-to-head with the likes of the Kia EV9 and Hyundai Ioniq 9, which are also targeting the growing demand for larger electric vehicles.

Toyota isn’t diving into the EV market without a plan. According to Bloomberg, the company typically adds a new model to a factory only when it’s confident it can move 100,000-150,000 units annually. While US EV adoption is expected to grow at a slower rate than anticipated, Toyota has a strategy to keep production moving. Any excess EV output from its US factories will be sent to overseas markets where demand is ramping up faster.

Cooper Ericksen, Senior Vice President, Product, BEV and Mobility Planning and Strategy at Toyota Motor North America, explained: “We’ll sell a little bit more every year and grow with the market. But we have to think about how many Canada will use, how many the US will use, and we can then export to other global destinations.” Of course, the company hopes that its export plans won’t be affected by a potential escalation of the tariff war.

A Long-Term Commitment

Currently, electric vehicles account for just 8% of automotive sales in the US, but Toyota expects that number to double by 2030. Ericksen pointed out, “BEVs right now aren’t incremental volume for us. They’re cannibalizing our volume. But in the future, we think it’s a really important segment that we don’t want to give up to the competition.”

More: Toyota’s C-HR Returns To America But It’s Nothing Like You Remember

On the production side, Toyota is setting up a lithium-ion battery plant in North Carolina, which will power its US-made EVs and hybrids. Once fully operational, the plant will have a production capacity of over 30 gigawatt hours, enough to power 800,000 hybrids, 150,000 plug-in hybrids (PHEVs), and 300,000 battery electric vehicles annually.

Toyota has pledged to offer an electrified option across all of its models this year. Right now, about 80% of Toyota and Lexus models in the US are available with either hybrid or EV options. With these moves, Toyota is aiming to cement its position in the growing EV market, even if the journey to widespread adoption is a gradual one.

Electric cars aren’t exactly uncharted territory anymore, but that doesn’t mean every automaker has found its footing. After years of dominating the hybrid world, Toyota is finally getting serious about fully electric vehicles. Enter the next-generation C-HR, a compact SUV with a much sharper edge than the one you might remember. It’s not just a redesign – it’s practically a reboot, and yes, it’s fast enough to leave Toyota’s own GR86 sports car in the dust.

After easing into the EV market with the awkwardly named bZ4X, now rebranded simply as bZ, Toyota seems determined to make an impression. In developing the all-electric C-HR, the company says it benchmarked the SUV against both mainstream and premium rivals, and confidently claims it now belongs in the latter camp. A substantial 338 horsepower from dual electric motors certainly strengthens that argument.

Read: Toyota’s C-HR Returns To America But It’s Nothing Like You Remember

While recently speaking with Road & Track, the chief engineer for the Toyota bZ and C-HR, Daisuke Ido, acknowledged that adding power boosts the new model’s appeal.

In an interview with Road & Track, Daisuke Ido, chief engineer for Toyota’s bZ and C-HR programs, made it clear the brand is aiming higher. “During benchmarking, we brought some of the competitors into two groups — the normal, let’s say daily use cars, and the premium cars,” he said. “Now, we are in the premium group. The new numbers are more powerful. More power is more appealing.”

That message is echoed by Chad Moore, marketing manager for the bZ and C-HR lineup, who said Toyota is “positioning it as more sporty and fun to drive” compared to the outgoing model. Additionally, he pointed out that Toyota has made it “much more premium inside and outside, not just with the BEV powertrain and the acceleration.”

Toyota says the 338-hp C-HR can hit 60 mph (96 km/h) in a respectable 5 seconds. In Europe, it’ll also be sold in 165 hp and 221 hp configurations, but these models won’t be available in the United States.

Admittedly, the C-HR is far from an outright performance car, like the Hyundai Ioniq 5 N or Kia EV6 GT. It’s more similar to the (larger) EV6 GT-Line AWD, which delivers 320 hp and can hit 60 mph in around the same 5 seconds. That should be more than enough for most shoppers, and there were times not too long ago when those figures were reserved for high-end sports cars.

If you thought Toyota couldn’t produce an affordable EV, think again. Well, at least if it’s made in China and relies on BYD for its batteries. Toyota is slowly catching up with the EV game, and its latest effort is the bZ5, a new electric crossover fastback developed in China. Manufactured by the FAW-Toyota joint venture, it features BYD-sourced battery packs to power its electric drive.

More: Toyota’s New Electric Flagship Sedan Takes A Shot At Tesla Model S

The bZ5 is essentially a rebranded version of last year’s bZ3C, which itself evolved from the bZ Sport Crossover Concept introduced back in 2023. By adopting the bZ5 name, Toyota seems to be aiming to position this new EV above the entry-level bZ3 sedan, but just below the upcoming bZ7 flagship.

Design That’s Familiar, But Still Fresh

The exterior design sticks with what Toyota’s been rolling out lately. That includes the usual hammerhead front end, subtle cladding around the wheel arches, a sloping roofline, and full-width taillights. The bZ5 mixes sedan, fastback, and crossover elements, all riding on 21-inch alloy wheels.

Inside, there is a 15.6-inch touchscreen, a digital instrument cluster mounted close to the windshield, and a floating center console. The front seats can transform into a bed, which comes in handy in combination with the nap mode of the infotainment system.

Other perks include a panoramic sunroof, a 10-speaker JBL audio system, a fragrance dispenser (yes, really), nine airbags, and a full suite of Level 2 ADAS for urban autonomy.

Powertrain and Platform

Measuring 4,780 mm (188.2 inches) long with a wheelbase of 2,880 mm (113.4 inches), the bZ5 shares similar dimensions with many electric crossovers in China, including the Tesla Model Y. The model is built on Toyota’s e-TNGA platform, which underpins the entire bZ lineup.

But unlike its siblings, the bZ5 comes with BYD’s Blade LFP battery packs, offering options with capacities of 65.28 kWh and 73.98 kWh. According to Toyota, range estimates for the CLTC cycle are 550 km (342 miles) and 630 km (392 miles) respectively. Need a quick boost? A 30-80% charge can be completed in just 27 minutes.

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

Both battery options are combined with the same fully electric powertrain generating 268 hp (200 kW / 272 PS) and 330 Nm (243.4 lb-ft) of torque.

Affordable, Yet Advanced

The Toyota bZ5 is already available for pre-order in China, with prices starting at 130,000 rmb ($18,000), which is roughly the cost of a Chinese-spec Toyota Corolla Cross. In comparison, the Tesla Model Y starts at 263,500 rmb ($36,500) in the same market, making the bZ5 an attractive (and much more affordable) option for those looking to step into the world of electric crossovers.

FAW Toyota

Even the most excessive EV on the market is still getting upgrades. For the 2026 model year, the GMC Hummer EV sees a series of small updates aimed at enhancing performance, off-road functionality, and overall refinement. A few of the improvements will even be offered retroactively to current owners, thanks to over-the-air updates.

Carbon Fiber Edition For Extreme Acceleration

Among the changes, the limited-run Carbon Fiber Edition stands out. Available for both Pickup and SUV versions, this trim builds on the top-tier 3X model but pushes performance even further. The truck version now launches from 0 to 60 mph (0–97 km/h) in just 2.8 seconds, down slightly from the already eye-widening “approximately 3 seconds” claimed by the outgoing model.

More: This Hummer EV Lost $45K Without Ever Touching a Driveway

According to GMC, this extra boost is the result of refined propulsion calibration, updated software, and some hardware tweaks. The updated 3X also comes with a 24-module battery pack delivering 1,160 hp (865 kW / 1,176 PS), up from the previous 1,000 hp (746 kW / 1,014 PS).

Visually, the Carbon Fiber Edition gets 22-inch carbon fiber wheels, carbon accents on the mirror caps and skid plates, and an exclusive matte Magnus Gray exterior paired with black emblems. Inside, it features a Velocity Ember interior theme. GMC doesn’t mention any actual weight savings from the carbon fiber bits, which serve more aesthetic than functional purposes

Subtle Updates, Smarter Tech

Outside of the special edition, the 2026 Hummer lineup doesn’t get major styling revisions. However, two new exterior color options called Coastal Dune and Auburn Matte, have been added, along with new interior themes: Granite Drift and Stealth Eclipse.

The tech front gets a more noticeable upgrade. The 13.4-inch infotainment screen now supports a customizable split-view layout, giving drivers quicker access to key data. The Super Cruise driver assistance system has also been updated, though details on those improvements are still limited

King Crab Mode For Everyone

Another highlight of the 2026 MY is the addition of the King Crab mode. This feature is standard in the 2X and 3X trims and will be available to all Hummer EV Pickup and SUV owners later this year through an over-the-air update. According to the company, the King Crab mode makes the rear wheels turn “significantly faster” than the front wheels, improving maneuverability in tight spaces and enhancing the rock crawling abilities of the Hummer.

Review: The 1,000 HP GMC Hummer EV Pickup Is Wonderfully Ridiculous

GMC engineers have also optimized the damper tuning of the EV, promising an improved ride quality. Furthermore, all versions of the Hummer are now compatible with bidirectional charging, meaning they can charge another vehicle, or power your entire home during a blackout.

Production of the 2026 GMC Hummer EV Pickup and SUV will take place at GM’s Factory ZERO Assembly Center in Michigan. The updated models are expected to hit U.S. dealerships later this year, with pricing and range details to be announced closer to launch, likely by late summer 2025.

Just when you thought Toyota was finally ditching complicated names, it introduces the 2026 bZ Woodland. While it’s natural to assume this is an off-road-inspired trim of the facelifted bZ (formerly the bZ4X), it’s actually a different vehicle, albeit one that shares a lot in common with the original.

That decision probably leaves many scratching their heads, but what matters is that this is essentially Toyota’s version of the Subaru Trailseeker, with both models based on their respective Solterra and bZ cousins. As a result, the bZ Woodlands is part crossover and part wagon, not unlike Subaru’s Outback.

More: Toyota Kills bZ4X To Welcome New bZ EV

Set to arrive early next year, the bZ Woodland follows in the footsteps of the bZ as it features a hammerhead front end with familiar lighting units. They’re joined by black fenders and plastic body cladding.

QUICK FACTS

While it’s easy to confuse the bZ and bZ Woodland at first glance, the latter model is more wagon- esque as it’s almost 6 inches (152 mm) longer and nearly an inch (25 mm) taller than its counterpart. Furthermore, the bZ Woodland has roof rails and unique 18-inch wheels that can be wrapped in available all-terrain tires. The model also sports 8.3 inches (211 mm) of ground clearance, which is only a hair less than the RAV4.

A Minimalist, But Well-Equipped Cabin

The déjà vu design theme continues inside as drivers will find a freestanding digital instrument cluster and a 14-inch infotainment system. They’re joined by a bulky steering wheel and more than 30 cubic feet (850 liters) of rear cargo space.

The bZ Woodland will be sold in a single trim that comes equipped with heated SofTex front seats, a dual wireless smartphone charger, and a six-speaker audio system. A Premium package will be available and it adds a nine-speaker JBL premium audio system, a panoramic glass roof, ventilated front seats, and a radiant heater.

Speaking of equipment, the bZ Woodland comes with the Toyota Safety Sense 3.0 suite of driver assistance systems. It includes Full-Speed Range Dynamic Radar Cruise Control, Lane Tracing Assist (Lane Centering), and a Pre-Collision System with Pedestrian Detection. There’s also Road Sign Assist, Proactive Driving Assist, Automatic High Beams, and Lane Departure Alert with Steering Assist. Rounding out the highlights are Safe Exit Alert, a Blind Spot Monitor with Rear Cross-Traffic Alert, and a Panoramic View Monitor with a Multi-Terrain Monitor.

375 HP And 260 Miles Of Range

The ‘wagonover’ rides on the e-TNGA platform and features a dual-motor all-wheel drive system producing 375 hp (280 kW / 380 PS). Toyota didn’t say much about the powertrain, but noted the model has an X-Mode system and a Grip-Control function. The latter promises to leverage “motor drive power modulation to achieve capable off-road performance.”

More: Toyota’s C-HR Returns For 2026 As An All-Electric Coupe-Crossover

The electric motors are powered by a 74.7 kWh lithium-ion battery pack, which promises to deliver a so-so range of up to 260 miles (418 km). When the battery is low, it can go from a 10-80% charge in around 30 minutes with a DC fast charger. Other notable charging features include a North American Charging System (NACS) port, a pre-conditioning function, and a Plug & Charge capability. Toyota also said the EV will have a 3,500 lb (1,588 kg) towing capacity.

Global Availability

While US and Canadian pricing will be announced closer to the launch date in early 2026, expect the bZ Woodland to cost more than the less powerful dual-motor bZ4X (Toyota has yet to reveal pricing for the facelifted bZ), which currently ranges from around $41,000 to $46,000. That said, it’s likely to be priced at around $50,000.

The bZ Woodland will also be sold worldwide, including in Japan starting in the second half of next year and in Europe from spring 2026. However, in these markets, it will be sold under a different name: bZ4X Touring.

Three years after disappearing from US Toyota dealers, the C-HR is back. But it’s not like you remember it. What was once a puny combustion crossover that struggled to get out its own way is now an all electric fastback that can out-accelerate Toyota’s own affordable performance hero, the GR86.

Toyota’s C-HR announcement wasn’t a complete surprise. The same basic car, but badged C-HR+, made its worldwide premiere in Europe only a few weeks back and we reported at the time that it was expected to be confirmed for sale in the US soon.

More: Toyota Kills bZ4X To Welcome The And More Powerful bZ

The C-HR rides on the same e-TNGA 2.0 platform as the new BZ, which is what Toyota is calling the facelifted version of the bZ4X. But the C-HR’s 108.2-inch (2,750 mm) wheelbase is 4 inches (102 mm) shorter than the BZ’s and it gets a sportier fastback coupe-style tail instead of the SUV’s squarer, more practical rear end.

One Powertrain, No Choices, But Plenty of Power

Another big difference is in the choice of powertrains and batteries. While BZ buyers get to pick from a menu, C-HR buyers get no choice at all, the only available configuration being a dual-motor, all-wheel drive setup that makes 338 hp (343 PS / 252 kW). It gets the crossover to 60 mph (97 km/h) in 5 seconds, or 1.1 seconds faster than a GR86. The 165 hp (167 hp / 123 kW) and 221 (224 PS / 165 kW) single-motor front-wheel drive versions available in Europe aren’t coming to the US.

Battery options are also limited, the only power pack making it into US-spec cars being a 77 kWh unit that Toyota says is good for around 290 miles (467 km) of driving before you need to find a charger. An 11 kW onboard charger is standard, as is an NACS port, but the 150 kW peak charging speed is nothing to write home about. A 10-80 percent fill takes around 30 minutes.

Inside the C-HR, there’s more commonality with the new BZ, which shares its 14-inch touchscreen media system. You get that screen, heated front seats, power liftgate and two wireless phone chargers on both SE and XSE grades. But going for the XSE upgrades the 18-inch wheels to 20s, adds a memory for the driver’s seat, 8-way power to the passenger’s and brings other goodies like Lane Change Assist and a Panoramic View Monitor.

When Can You Get One?

Although we’re getting our first look at the North American C-HR now, Toyota says it won’t be available until 2026. While pricing will be revealed closer to the on-sale date, it’s expected that the new C-HR will start from around $35,000. This should give it some breathing room compared to the slightly larger bZ, which is expected to kick off in the low $40,000s.

Many have lamented Toyota’s slow transition to battery-electric vehicles, but it’s now investing heavily in them, particularly in the Chinese market. The Japanese automaker’s next step could be to acquire one of China’s many small EV brands that have run into financial troubles: Neta.

Toyota has often been criticized for its slow move into the world of battery-electric vehicles. However, it’s finally starting to invest more heavily in them, with a particular focus on the Chinese market. The next logical step for the Japanese automaker could be to acquire one of China’s many small, struggling EV brands, and specifically, Neta.

Founded in 2014 by Hozon New Energy Auto, Neta has produced some appealing models, including the GT two-door sports car, the S sedan, and the S Hunting Edition, a sleek sports wagon. However, the company has faced significant financial challenges since mid-2024, which led to a production halt and layoffs.

Read: Neta S Hunting Edition Is A China Exclusive Sexy Shooting Brake

An investment deal was reportedly within reach earlier this year. In February, Neta secured an infusion of about $552 million to $621 million in new funding, but the deal was contingent on production resuming, something that never happened, causing the investment to fall through. Now, Toyota appears to be eyeing the opportunity and might look to acquire Neta’s assets.

According to a report from China’s Kuai Technology, Toyota is considering purchasing Neta. While there are no details yet on how much this acquisition might cost, Neta’s valuation was around 6 billion yuan (about $828 million) earlier this year. That’s pocket change for Toyota, which reported more than $130 billion in cash and equivalents at the end of 2024.

It’s worth noting that Xu Yiming, Toyota’s brand communications director in China, has denied any knowledge of the company’s interest in buying Neta, according to CarNewsChina.

If Toyota does decide to move forward with the acquisition, it would gain not only Neta’s assets and technology but also a better understanding of the competitive Chinese market. In 2024, Neta sold 64,500 vehicles, but by January of this year, it had only sold 110, an indicator of how dire the situation has become.

After making its debut in Europe, the updated Toyota bZ4x is finally hitting American shores, but not as we remember it. You see, while the European model retains the original name, the North American version will now simply be called the Toyota bZ. And this isn’t just a rebranding, as there are notable upgrades in styling, technology, and performance.

Sharper Looks and Subtle Design Tweaks

Starting with the design, the outgoing bZ4x already had Toyota’s “hammerhead” front end, but the new bZ steps it up with sharper LED headlights and more aggressive bumper intakes. These tweaks are complemented by fresh alloy wheel designs, available in 18- or 20-inch sizes, giving the crossover a more refined and polished appearance.

More: The World’s Biggest Carmaker Just Warned Of A Tremendously Bad Year Ahead

The rest of the exterior remains largely unchanged, but now the fenders are available with a body-color finish, giving a noticeable update to the overall design of the 184.6-inch (4,690 mm) long crossover. That said, body-colored fenders are only offered with the Wind Chill Pearl, Heavy Metal, and Black exterior colors, so your options are somewhat limited.

Tech and Comfort Inside

Inside, the dashboard sees a refresh with a larger 14-inch infotainment touchscreen now standard across the range, paired with dual wireless chargers and customizable 64-color ambient lighting. Toyota has also introduced paddle shifters behind the steering wheel, giving drivers the ability to adjust the level of regenerative braking.

More Power And Range

While the exterior and interior changes are relatively mild, the real action is happening under the hood. The bZ still rides on Toyota’s e-TNGA platform, but engineers have made significant improvements to both the powertrain and battery options.

More: America’s 2026 Corolla Cross Looks Sharper But It’s Missing Something

The dual electric motors in the AWD version deliver a combined 338 hp (252 kW / 343 PS), while the single motor in the FWD version produces 221 hp (165 kW / 224 PS). By comparison, the outgoing bZ4x offered 215 hp (160 kW / 218 PS) in the AWD version and 201 hp (150 kW / 204 PS) in the FWD. Like its predecessor, the AWD Toyota bZ comes equipped with the X-Mode function, enhancing grip on slippery surfaces.

More importantly, the Toyota bZ offers a 25% increase in driving range over the bZ4x, with an estimated 314 miles (505 km) between charges. This boost is thanks to a slightly larger 74.7 kWh lithium-ion battery pack, available with both FWD and AWD powertrains. There will also be a base FWD model featuring a smaller 57.7 kWh battery pack, offering a still-impressive 236 miles (380 km) of range.

Like its recently updated Subaru Solterra twin, the 2026 Toyota bZ is compatible with the North American Charging System (NACS), giving drivers access to the Tesla Supercharger network. Toyota claims the battery can charge from 10% to 80% in just 30 minutes when plugged into a fast DC charger, and it also features a new battery preconditioning function for more efficient charging.

Availability

The 2026 Toyota bZ is expected to land in U.S. dealerships in the second half of the year. The lineup will feature the XLE and Limited trims in both FWD and AWD configurations, with two battery options available. Pricing will be revealed closer to the release date.

Currently, the Toyota bZ remains the company’s sole EV offering in North America, standing alone among a sea of gas, hybrid, and PHEV models. But that won’t last long. Toyota plans to unveil its own version of the Subaru Trailseeker in the near future, expanding its EV lineup with a larger and more spacious crossover/SUV.

Toyota USA

Electric vehicles may dominate headlines and political agendas, but the road to a cleaner future isn’t a one-way street. At least, not according to Toyota, the world’s best-selling brand and long-time champion of hybrid technology. While other automakers sprint toward full electrification, Toyota is still holding its ground, cautiously expanding its EV lineup while doubling down on hybrids.

More: Toyota’s New Electric Flagship Sedan Takes A Shot At Tesla Model S

Despite recent moves in China with the broader bZ series, Toyota has taken plenty of flak for its relatively slow EV rollout. But if you ask Chairman Akio Toyoda, there’s a method to what critics call hesitation. Known for his firm stance on a multi-energy strategy, Toyoda once again explained why Toyota hasn’t followed the all-electric herd.

In an recent interview with Automotive News, Toyoda said, “When the term carbon neutrality became popular, we said as a company the enemy is carbon. We have to focus on what we can do immediately to reduce carbon dioxide. That is the basis of our decision. It has not changed and will not change.”

Why Hybrids Still Matter

Toyoda also pointed to Toyota’s history with hybrid vehicles. “We have sold some 27 million hybrids,” he said. “Those hybrids have had the same impact as 9 million BEVs on the road. But if we were to have made 9 million BEVs in Japan, it would have actually increased the carbon emissions, not reduced them. That is because Japan relies on the thermal power plants for electricity.”

While the Toyota chairman didn’t break down the math behind those figures, he clearly wanted to show that EVs aren’t a silver bullet. Sure, battery electric vehicles offer zero tailpipe emissions, but that’s only part of the equation. The environmental impact of producing EVs and generating the electricity to charge them tells a more complicated story. Add to that the patchy state of charging infrastructure in many regions, and it becomes easier to understand why hybrids still make sense, at least for now.

Toyota’s deep roots in hybrid development go back to the original Prius in 1997. Since then, hybrids have grown to become a major part of the company’s global sales. Today, hybrid variants are offered across nearly every Toyota model line. Demand is particularly strong in markets like Europe and North America, where self-charging hybrids are often seen as a practical, lower-commitment step toward electrification.

More: Toyota Throws Gasoline On ICE vs EV Debate, Why Go All Electric When We Can Do Both?

And while EVs continue to grab market share, there’s a sizable segment of buyers who remain unconvinced, whether that be due to cost, range anxiety, or lack of infrastructure. Toyota seems content to serve that middle ground.

A Broader Strategy, Not a U-Turn

Toyoda’s multi-pathway approach includes more than just hybrids. He’s also supporting plug-in hybrids, hydrogen fuel cell vehicles, battery EVs, and even combustion engines powered by synthetic fuels. For Toyota, it’s less about betting on a single winner and more about keeping all options open.

“We should look at all options and work in all directions,” Toyoda said. “As a company, we have been very consistent in saying what we’re fighting against is carbon dioxide.”

This isn’t new rhetoric from Toyoda. Last year, he made headlines for suggesting that even in the long term, fully electric vehicles will only make up 30 percent of global sales. He also warned that a sudden shift to an EV-only future could put 5.5 million Japanese jobs at risk.

A long-running local government collaboration in southwestern Minnesota is helping to insulate the region from the kind of controversies and misinformation that have plagued rural clean energy projects in other states.

The Rural Minnesota Energy Board has its origins in a regional task force that was set up during the mid-1990s as the state’s first wind farms were being built. The task force was instrumental in persuading state legislators in 2002 to create a wind energy production tax, which today generates millions of dollars in annual revenue for counties and townships that host wind projects.

The group’s scope and membership has since gradually expanded to include 18 rural counties that pay monthly dues for support on energy policy and permitting. The board represents members at the state legislature and in Public Utilities Commission proceedings. At home, it facilitates community meetings with project developers, helps draft energy-related ordinances, and educates members and the public on the benefits of energy projects.

The result, say clean energy advocates and developers, has been a uniquely consistent approach to local energy policy and permitting that makes it easier for renewable companies to do business in the region.

“The rural energy board has been a critical, important body and one of the major reasons why renewable energy has been successful in southwestern Minnesota,” said Adam Sokolski, director of regulatory and legislative affairs at EDF Renewables North America. “Their policies have encouraged good decision-making over the years and led to a stable and productive region for energy development.”

EDF Renewables has worked with the board on at least nine projects in the region. Sokolski said he’s come to admire its approach to policy making, its support for transmission projects, and its efforts to educate members on clean energy. 

“It’s positive to have county leaders talking to each other about energy projects, about how … they can approach those projects so they best benefit their constituents and the public,” he said.

Southwest Minnesota has the state’s densest concentration of wind turbines and is increasingly attracting solar developers, too. Wind turbines account for more than 4,500 megawatts, or around 22%, of the state’s generation capacity, making Minnesota a top 10 state for wind production.

‘It’s all economic development’

The board counts the wind production tax among its most significant accomplishments. Large wind farms pay $1.20 per megawatt-hour of generation. Counties receive 80% of the revenue, with the remainder going to townships. A similar fee also exists for large solar projects.

The fee delivers millions of dollars annually, allowing local governments to construct buildings and repair bridges and roads without raising their levies for years. According to American Clean Power, Minnesota municipalities receive $44 million annually in taxes, and private landowners receive nearly $41 million in lease payments from wind and solar companies.

That has enabled counties to stave off opposition by pointing out that turbines and solar are economic development, according to Jason Walker, community development director for the Southwest Regional Development Commission, which manages the board, said the local government revenue generated from wind and solar projects has helped reduce opposition to projects.

“It’s all economic development here,” Walker said.

When opposition does emerge, such as around a recent 160 megawatt solar project in Rock County in the state’s far southwest corner, the board works with commissioners to make sure local leaders have factual information as opposed to misinformation.

Peder Mewis, regional policy director for the Clean Grid Alliance, praised the board for creating an information-sharing culture among members that helps prepare them for clean energy development. He said many developers appreciate that the region’s ordinances are similar because of the board, and that they have maintained good relationships with members over the years.

“There are other parts of the state that are thinking, ‘Is there something here that we could replicate or duplicate?’” Mewis said.

Jay Trusty, executive director of the Southwest Regional Development Commission, said the board plays an essential role in lobbying for state policy to support clean energy development. In addition to the production taxes, the board regularly defends the local distribution of those funds when lawmakers consider other uses for the revenue. The board more recently lobbied for changes to the state transmission permitting process, which were approved this year, and it supported an expansion for Xcel Energy’s CapX 2020 high-voltage transmission project before state utility regulators.

Minnesota Public Utilities Commissioner John Tuma recalled the board’s support for the state’s 2008 renewable energy standard, which gave Republican Gov. Tim Pawlenty important rural support for signing the legislation.

“They bring an economic voice to the table,” Tuma said, adding that the board continues to be active in conversations about regional grid policies.

Nobles County Commissioner Gene Metz has served on the board for 12 years. The region’s decades of experience and collaboration on wind energy has helped make residents more comfortable with clean energy projects, he said, leading to fewer controversies. 

In counties outside the board’s territory, “they’re getting more pushback, especially on solar projects,” he said.

Gene’s cousin, Chad Metz, serves as a commissioner in Traverse County, which is not a member and has a mortarium on clean energy projects. Chad Metz sees clean energy as inevitable and wants the county to join the rural energy board to protect its economic interests. “The benefits outweigh the negatives, and it will just become part of life,” he said.

Rural Minnesota counties work together to simplify clean energy development and maximize local benefits is an article from Energy News Network, a nonprofit news service covering the clean energy transition. If you would like to support us please make a donation.

Amid a surge in utility shutoffs, and in the face of a groundbreaking study finding racial disparities in those outcomes, Minnesota’s largest utility is taking a closer look at the issue.

In a November agreement with consumer groups and the state’s Public Utilities Commission, Xcel Energy has outlined a series of steps to provide more information to customers and make it easier for them to restore service.

Xcel also agreed to hire an outside consultant to conduct a one-year study of disparity issues related to disconnections and outages and, separately, do its own analysis of outages. The move came in response to a University of Minnesota study released earlier this year that found that people of color were more likely than White households to have their service disconnected for falling behind on bills, even when controlling for income and home ownership status. 

The agreement falls short of a demand from the Minnesota Attorney General’s Office for Xcel to institute a temporary moratorium on shutoffs until racial disparities are addressed, based on a recommendation from Fresh Energy and a coalition formed by Cooperative Energy Futures, Environmental Law & Policy Center, Sierra Club, and Vote Solar. 

Erica McConnell, staff attorney for the Environmental Law & Policy Center, represented the clean energy organizations advocating for grid equity. She supported the agreement but believes it will do little to help reduce disparities in shutoffs. 

“These are very important improvements that don’t really address — and the commission didn’t discuss — the disparate impacts and the racial disparity (of disconnections) and how to address that specifically,” she said.

A temporary moratorium on disconnections would have allowed for time to study disparities and find ways to address them.  

“The commission didn’t talk about that,” McConnell said. “They didn’t address it at all, so that was disappointing. I understand it’s uncomfortable and it’s a tough issue, but it’s disappointing they shied away taking it head on.”

Shutoffs soaring

Beyond the challenge of disparities, Xcel’s number of service disconnections has skyrocketed. More than 45,000 Xcel customers saw their power shut off this year, a number that has grown significantly over the last two decades. 

Xcel agreed to many proposals from the Citizens Utility Board of Minnesota, the Energy CENTS Coalition, clean energy organizations and the Public Utilities Commission to create more consumer protection against shutoffs.

Xcel Energy’s involuntary disconnection notices began rising significantly in 2023 before skyrocketing in 2024, when shutoffs doubled the prior year’s total for May through July. Despite Minnesota’s cold weather protection rules that limit disconnections during the winter through April 30, shutoffs even grew during the winter months.

Clean energy and consumer organizations point to Xcel’s ability to remotely disconnect customers who have smart meters as a major reason for the shutoffs, along with inflation, escalating rate increases and challenging repayment requirements. Xcel had demanded customers pay 50% of what they owe to reconnect, which may have violated Minnesota law, according to the Citizens Utility Board. 

Xcel’s pact with the Citizens Utility Board and Energy CENTS “is going to make payment agreements more affordable and hopefully help households that are behind on their bills avoid getting shut off and get caught back up,” said Annie Levenson-Falk, executive director of the Citizens Utility Board of Minnesota.

The utility board and Energy CENTS Coalition forged the agreement with Xcel under the purview of the Public Utilities Commission, which will issue a final order later. The agreement requires the following:

• Customers will pay 10% of what they owe to have the power turned back on, instead of 50%.
• The amount due will have to be at least $180 before Xcel can send a disconnect notice.
• Xcel cannot shut off power until a customer reaches a $300 past due balance. Xcel’s data from this year showed disconnected customers were $441 in arrears on average in October and much higher in other months.
• The utility must wait at least 10 days after a shutoff notice has been sent to disconnect, up from five days.
• Xcel must post clear disconnection and payment policies on its website, along with information about customers’ right to develop an affordable repayment plan. Any changes Xcel makes to shutoff policies and repayments have to be reported to the commission, and it must collect data on repayments and customer agreements.
• A variance allowing remote disconnections without field visits from Xcel remains, but the utility must contact customers via voicemail and use at least one other form of electronic communication.

Xcel spokesperson Kevin Coss said the utility believes “this agreement is a great step toward reducing disconnections for some of our customers who continue to struggle economically.”

Options for customers

George Shardlow, Energy CENTS executive director, said he thought a clearer explanation of the disconnection process on Xcel’s website brings a transparency that had been lacking.

“I don’t think the average person even knows that they have a right to negotiate when they’re struggling to pay their bills,” he said. “It’s all sort of opaque. We’re excited to see better documentation of people’s rights on Xcel’s website.”

Minnesota law says utility customers are “entitled” to a payment plan they can afford, Shardlow said. Customers who cannot afford the 10% down payment can still negotiate for a settlement that fits their budget, he added.

Shutoffs have been growing. This year Xcel sent disconnection notices to 51,000 customers in January and 71,000 in July. But not all notices result in shutoffs. The highest month for disconnections, May, saw more than 10,000 shutoffs. By August, slightly more than 8,400 customers had been disconnected.

Coss said Xcel works with customers to avoid disconnection by starting a nine-week process of contacting them through multiple channels to “point them to available options for energy assistance — both through the federal Low Income Home Energy Assistance Program and our own affordability programs — and offer flexible payment plans tailored to their circumstances.”

Minnesota also has cold weather protections that greatly reduce utilities’ ability to disconnect customers in winter months. But people who fail to pay their bills in winter see their balances grow, leading to higher disconnections in summer when they fail to catch up.

Xcel agreed to monitor progress and collect more data on racial disparities involving customers involuntarily shut off. The utility has already hired a third party evaluator, as the agreement requires, to study its shutoff policies and hold stakeholder engagement meetings during the year-long process.

Coss said disparities result in inequities throughout society and Xcel has been doing its part to address them. The utility has worked with the study’s authors and advocacy groups to identify actions to reduce disparities, he said.   

Earlier this year, the commission also approved a proposal by Xcel for a pilot program that will provide bill credits to select census tracts with high levels of disconnections. Coss said Xcel will provide $500 bill credits to customers in low-income census areas who have a greater than $2,000 past-due balance, using money available from a quality of service program.

Minnesota Public Utilities Commissioner Joe Sullivan said he believed the agreement negotiated among the nonprofits and utility would reduce the financial strain on households facing disconnections and assist Xcel in recovering debt.

“I thought that in that docket people came together and were constructive,” he said. “I feel like I’m hopeful that the order will make some progress.”

PUC Chair Katie Sieben said the commission is “always looking at affordability, and especially as it pertains to low-income customers, I think we have a great track record on working with stakeholders and with utilities to provide robust low-income assistance to customers.”

She mentioned the commission’s role in approving an Xcel pilot to decrease payments for low-income, low-usage customers and a September decision that used a penalty for the utility’s service quality underperformance to provide bill credits to around 1,000 customers with the oldest outstanding balances in low-income census tracts.

‘Still more work to do’

The agreement does not solve the problem of low-income customers struggling to pay utility bills. Shardlow said Energy CENTS and the Citizens Utility Board lobbied the state legislature to allow households to apply for energy assistance funding the entire year instead of the current policy of having a deadline of May 31. Only 20% of eligible Minnesota households participate in the program, he said.

Levenson-Falk wants Xcel to consider eliminating the 1.5% late fee it charges customers on their balance, or consider donating the money to affordability programs.

The Citizens Utility Board also wants Xcel to develop a plan to reconnect customers quickly on days of high heat or poor air quality. Coss said Xcel will evaluate reconnecting customers disconnected during days of air quality alerts.

Levenson-Falk said the agreement at least makes progress. “I think we resolved everything that we had discussed with Xcel but that’s not to say that we think this is going to solve the problem, because, of course, there are still going to be continuing shutoffs, and those are still very concerning,” she said. “There’s still more work to do.”

This story was updated to include a statement from Minnesota Public Utilities Commission Chair Katie Sieben.

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As utility shutoffs soar in Minnesota, Xcel Energy agrees to consumer protections and racial disparities study is an article from Energy News Network, a nonprofit news service covering the clean energy transition. If you would like to support us please make a donation.