Electric muscle cars were supposed to mark a bold new chapter, but the reality has been less than thrilling. Dodge may not want to admit it, but the Charger Daytona has not ushered in an exciting era for all-electric muscle cars as the brand would have hoped.

In the first quarter of the year, just 2,115 were sold in the US and Canada, prompting Dodge to kill off the entry-level R/T model. And for at least one buyer, it seems to be riddled with issues.

Read: A V8 Dodge Charger Could Be Closer Than You Think

This particular Charger R/T Daytona, which we must say looks excellent painted in Peel Out Orange, is currently being leased by a man named Nicholas Sharrett. He collected it in May from Wetzel Dodge in Richmond, Indiana, and says it has been nothing but trouble. In fact, he now describes the car as “practically useless.”

The Trunk That Won’t Open

Sharrett’s biggest frustration is with the trunk. It doesn’t open, and it hasn’t worked from the day he picked it up. Curiously, Dodge has not added a trunk opener to the keyfob, nor is there a button or a latch in the cabin.

Instead, the only way to open it is to press a tiny rubber button on the taillight. That button doesn’t work, so the only way to load things into the trunk is to open the door, lower the back seats, and throw items to the rear.

Doors Out of Line

The problems don’t end with the trunk. Sharrett says the driver’s door is so badly misaligned that it rubs against the body in three different spots, even wearing away the paint at one point. Wetzel Dodge, located more than 100 miles from his home, tried to correct the alignment but told him Stellantis refused to repaint the exposed metal.

Additionally, there’s a fault with the passenger door, and it only works roughly half the time. So, if Sharrett needs to open the passenger door, he has to do so from inside the Daytona. He also says he receives error messages on the Uconnect infotainment system almost every single time he starts up the car.

The driver’s seat comes with an especially frustrating flaw. When someone in the back pulls the strap to move it forward, the seat slides as expected. But once it reaches the end of its track, it won’t stay in place and immediately begins sliding back on its own. This glitch once trapped Sharrett’s seven-year-old daughter as she was trying to climb out of the rear seat.

Sharrett’s experience might be just one case, but it leaves room for a bigger conversation. If you own a Charger Daytona, have you faced similar issues, or has your car lived up to expectations? Share your experience in the comments below.

Advanced solid-state batteries have long been regarded as the holy grail for electric vehicles and Subaru has joined fellow Japanese brands Toyota and Nissan by working to implement these advanced new packs. However, rather than using them in any of its EVs, Subaru is instead utilizing solid-state batteries in robots which build engines and transmissions.

Read: Subaru Is Having Second Thoughts On EVs

The batteries in question come from Japanese electronics firm Maxell Ltd and have been primarily used as backup batteries in industrial equipment, designed to protect against computer memory loss. These solid state cells, like those set to be used by future EVs, have a ceramic-like electrolyte rather than a liquid one. This makes them more energy-dense and allow them to support fast charging than traditional lithium-ion cells.

Why Robots Come First

Maxell’s batteries are less than 1 kWh in capacity, and therefore far too small to use in a vehicle. However, they have been adapted for use with Subaru’s factory robots which usually need battery changes every one or two years. These new batteries can last for up to 10 years.

According to Auto News, Subaru has already introduced the batteries into nine robots at its Oizumi engine and transmission plant north of Tokyo.

“By installing all-solid-state batteries in the industrial robots used at our factory, Subaru aims to reduce both industrial waste and maintenance work for industrial robots by utilizing the long battery life,” the company said in a statement.

Subaru’s EV Balancing Act

A few short months ago, Subaru acknowledged that it was “re-evaluating” its electrification strategy, becoming just the latest in a slew of car manufacturers that have become increasingly concerned with the slowing growth of EV sales in certain markets. However, it recently revealed its second EV for North America, named the Uncharted.

This is the brand’s take on the new electric Toyota C-HR but has a slightly more rugged design. The flagship model has a pair of electric motors that combine to deliver 338 hp and enable it to hit 60 mph (96 km/h) in 5 seconds.

Less than two weeks after news broke that Genesis had dropped the Electrified G80 from its US line-up, production of the all-electric GV70 has also been put on hold. The company maintains the pause is only temporary, though the timing raises questions about the SUV’s future. For now, the situation doesn’t reflect particularly well on the brand’s electric strategy.

Read: Americans Ignored Genesis’ Electric Sedan So Hard It’s Already Dead

News of the production pause surfaced earlier this week through Business Korea, which reported that Hyundai Motor’s Alabama plant stopped building the Electrified GV70 back in June. The outlet went further, suggesting the move was not just a pause but the permanent removal of the electric SUV from the assembly line.

Troubled Start For Local Production

Genesis has been building the Electrified GV70 in Alabama since February 2023, and it remains the only EV that it produces in the United States. Sales, however, have been underwhelming. Between January and July this year, just 1,367 units were assembled, a decline of 18.3 percent compared with the same period last year. March was especially weak, with only 93 vehicles completed.

The automaker has confirmed that production of the Electrified GV70 has indeed been halted in Alabama, but it insists it is only a temporary measure and that manufacturing will resume soon.

Official Response

“Genesis has temporarily paused assembly of the Electrified GV70 at Hyundai Motor Manufacturing Alabama (HMMA) as we optimize our production plans,” a Genesis spokesperson told Carscoops. “Electrified GV70 production is planned to resume for the US market, with details to be announced at a later date. The Electrified GV70 remains available at US retailers at this time without disruption. Along with the GV60 SUV, Genesis will continue to offer an EV lineup that meets the needs of US consumers.”

While Genesis says the electric SUV isn’t going anywhere, it clearly faces pressure to spark more interest among buyers. Toward the end of November, the model was refreshed for the 2026 model year, gaining a larger 84 kWh battery pack to replace the previous 77.4 kWh unit. The upgrade suggests Genesis isn’t ready to walk away from the electric SUV, even if sales have yet to match expectations.

Aston Martin has been steadily laying the groundwork for its electric future. In mid-2023, the company entered a long-term strategic partnership with Lucid, securing access to the American brand’s advanced electric motors and battery packs.

While its first EV is still a few years away, Aston Martin is already considering how to make it feel distinctly its own, even exploring systems similar to those in the Hyundai Ioniq 5 N to capture that signature driving character.

Read: Aston Martin Slashes US Exports, Hikes Prices Over Tariffs

Currently, Aston Martin is focused on the launch of its first-ever plug-in hybrid, the limited-run, mid-engined Valhalla. It promises to rival new hypercars like the McLaren W1 and Ferrari F80, but at a fraction of the cost. It’ll likely also serve as Aston Martin’s final all-new model before it adds an EV to its range, promising to do so at some stage this decade.

Exploring EV Character

During Monterey Car Week, Aston Martin’s chief creative officer Marek Reichman discussed the company’s electric vision in a conversation with CarBuzz. When asked about features such as simulated gear changes and sound profiles reminiscent of internal combustion engines, Reichman did not dismiss the idea.

“If it is a benefit to the driving performance capability of our cars, and therefore it is authentic and real, and we can use a system that allows the driver to have more emotion about driving, then yes,” he said. Importantly, Reichman said such systems need to feel authentic and must add to the driving experience.

“If it is something that is purely artificial, then no,” he said. “Because an Aston Martin is true; it’s authentic. There are only a few companies in the world of Formula One that sell road cars. We have a massive advantage. Imagine the knowledge, the data we’re gathering and how we can use it to make a road car more exciting. Whether it’s gears or some way of using torque vectoring to generate engagement, we are fully embedded to an exciting driving experience.”

As Aston Martin’s first EV is still quite far out, it’s impossible to know what form it could take. The British brand may decide to position it as a direct rival against the Ferrari Elettrica, which is shaping up to be a crossover. Alternatively, Aston Martin may decide to build an all-electric sports car or supercar.

When Tesla launched the Foundation Series version of the Cybertruck, it promised that it would come with a special roof-mounted LED off-road light bar. However, a newly filed lawsuit in the US contends that many owners did not receive these light bars, and says that some wouldn’t have purchased their trucks had they known the light bar wouldn’t be included.

The lawsuit was filed by plaintiff Eric Schwartz in California. He alleges that he purchased a Tesla Cybertruck Cyberbeast in December 2023 and paid an extra $20,000 for the Foundation Series version. These vehicles were supposed to be equipped with several upgrades, including the light bar positioned just above the windshield.

Read: Tesla’s Big Promise On Self-Driving Just Opened The Door To Lawsuits

However, according to Schwartz, his Cybertruck was delivered without the LED light bar, and while he has repeatedly contacted the automaker, it has apparently refused to give it to him.

The lawsuit contends that the plaintiff suffered an ‘injury in fact’ because Tesla took his money but did not provide the products it had promised. Through the class action, Schwartz aims to represent all Cybertruck purchasers in California who bought a model that was supposed to include the off-road light bar, but was not delivered with one.

The class action also claims that buyers may not have purchased their Cybertrucks had they known Tesla was advertising the light bars without the intention of delivering them with the vehicles.

Just Another Lawsuit

This isn’t the only recent lawsuit to be filed against Tesla in California. Earlier this week, U.S. District Judge Rita Lin said the automaker must answer to a certified class action that alleges the automaker misled drivers about the self-driving abilities of its vehicles. The lawsuit claims that Tesla failed to live up to the promises made by the company on its website, in blog posts, on social media, and in comments made by boss Elon Musk.

Although electric vehicle sales continue to grow, they haven’t surged quite like some industry experts and automakers had expected. As such, a growing number of brands are turning their attention to hybrids, viewing them as an important stopgap between traditional ICEs and EVs. Acura is the latest carmaker to follow this trend.

While parent company Honda has several hybrid models in its family, Acura has long remained committed to ICEs and EVs, largely disregarding hybrid powertrains. Now, American Honda chief executive Kazuhiro Takizawa has acknowledged that due to “customer demand, it’s not realistic” to only focus on EVs moving forward.

Read: Honda’s Future Is Packed With New Models And It Isn’t All Electric

“We will max production of ICE and hybrid models to meet the needs of our customers in North America,” he told The Drive while speaking at Monterey Car Week. “This means extending key ICE models and adding hybrid products. Our strategy to invest in flexible production in our EV hub in Ohio is proving very smart. This will enable us to make ICE, hybrid, and EV models on the same production lines, and adjust production fluidly based on customer demands.”

Importantly, shoppers shouldn’t expect to see hybrids from Acura for quite some time. When asked why Acura doesn’t simply borrow the hybrid powertrain of the Civic for a car like the Integra, Takizawa-san noted it usually takes several years to overhaul a vehicle to this extent.

More Than An Engine Swap

“When you change the powertrain, with crash tests and all those things we have to start from scratch,” he said. “[Our engineers] say it’s quite difficult. But of course, it’s not impossible, and we have that technology, so it’s just a matter of lead time and development of the models. To have a new vehicle, we usually need four years or more. [With] this lead time, we need to wait. Once we made our decision, it still takes several years. So it’s just a matter of time.”

During a separate interview with Auto News, Acura senior managing director and chief officer of automotive operations at Honda Motor Co, Katsushi Inoue, said the hybrids have “always been an option, but now we are taking this option very seriously.”

He did not specify which Acura models could get hybrid power, but he indicated the automaker is looking at adding hybrids to existing models, as well as exploring potential all-new hybrid models.

A hot new version of the Genesis GV60 is just around the corner, thanks to the company’s new Magma division. While it’ll share a lot of its components with the Hyundai Ioniq 5 N and Kia EV6 GT, Genesis insists that the spicy EV will have a character all to its own, thanks in part to some trick software.

The new GV60 Magma has been developed in Korea, but moving forward, all other Magma cars will be developed and tuned by the Hyundai Motor Europe Technical Center near Frankfurt, Germany. Tyrone Johnson is heading up this facility, and given that he played a pivotal role in the creation of the last Ford Focus RS, he’s the perfect man for the job.

Read: Genesis Says Its New Hybrids Will Surprise You

While recently speaking with Top Gear, Johnson noted that Magma models developed in Germany will start to hit the market in 2027, including versions based on the GV80 and G80. He also acknowledged that Magma’s electric models will be designed as more sophisticated and luxurious than the Hyundai Ioniq 5 N.

“N is ‘corner rascal,’” he said. “A Magma isn’t about the track, although it will be track capable. It’s a more sophisticated, luxurious driving machine. It has to be about power, and changes to motors and engines are important. But it doesn’t have to be the most powerful [in its class]. It needs sufficient power. Weight is always important. It’s independent of luxury. You have to have weight in focus, partly because range is important and you get diminishing returns with a larger, heavier battery.”

The Software Revolution

Johnson added that throughout most of his 40-year career in the automotive industry, separating one car from another “was all mechanical engineering.” Now he said, “it’s all software,” adding that it is now possible to “fundamentally change a car with software.” Presumably, this means the GV60 Magma, as well as other Magma products, will have different software to vehicles from Hyundai’s N division, giving them unique driving characteristics.

In all likelihood, the GV60 Magma will feature the same dual electric motors and 84 kWh battery pack as the Ioniq 5 N. As such, it should pump out more than 600 hp, and be capable of hitting 62 mph (100 km/h) in the low-3-second range.

Porsche has its Experience Centers, and now Chinese juggernaut BYD has opened a massive, all-terrain driving experience center in Zhengzhou that’s basically a dream theme park for any automotive enthusiast. Many of the brand’s most impressive models are available to test at the site, including the all-electric Yangwang U9.

Perhaps the highlight of the facility is a 1-mile (1.7-km) race track with nine corners and a 1,804-foot (550 m) straight, long enough to let BYD’s flagship models hit up to 136 mph (220 km/h). Situated near the track is a 15,300 square-meter ‘dynamic paddock’ where cars can complete slalom and moose tests, and showcase their automated parking functions.

Read: This YangWang Comes With Three Times The Power Of A Bugatti Veyron

BYD has also built a large low-friction area with 30,000 smooth basalt bricks that gets covered in water, aiming to replicate driving on snow and ice. It’s even gone ahead and built a huge 70-meter-long pool. The latter isn’t for swimming in, but has been designed to showcase the YangWang U8’s ability to float and move slowly across water thanks to its advanced electric powertrain. Yes, despite the brand’s status and painstaking attention to detail, this isn’t something you’ll find at a Porsche Experience Center.

You also won’t find anything like BYD’s Sand Incline at a Porsche facility either. This massive sand dune has been certified by Guinness World Records as the highest and largest dune climbing facility for car testing, constructed from 6,200 tons of sand mimicking the sand found in the Alxa Desert. It also serves as a proving ground for the U8. The facility also includes a separate off-roading area as well as a large camping and relaxation area for visitors.

Four different tickets are available for those who’d like to experience all that BYD has to offer. The cheapest ticket, priced at 899 yuan or $83, includes a passenger ride in the YangWang U9 as well as experiences in one vehicle from BYD’s Dynasty or Ocean series. A pricier 999 yuan ($139) ticket is also offered, adding experiences with two Denza and Fang Cheng Bao models, including a track drive of the Z9 GT.

Two other ticket options are available. The first costs 1,999 yuan or $280 and includes experiences in both the YangWang U8 and U9, as well as the Dynasty/Ocean series models and cars from Denza and Fang Cheng Bao. A VIP ticket is also available, costing 6,666 yuan or $927. It includes access to all models and areas of the facility, as well as a one-night stay in a nearby five-star hotel.

If you’re in the market for a luxury all-electric SUV like the Lucid Gravity, now might be the best time to get behind the wheel of one. The Trump administration is abolishing the $7,500 federal EV tax credit at the end of September, which will make eligible EVs much more expensive. Fortunately, Lucid is stepping in and will continue to offer a $7,500 credit through to the end of the year.

Lucid has announced that qualifying lessees who place an order for a new Lucid Gravity and finalize a lease between October 1 and December 31 will be eligible to receive the Lucid Advantage Credit, worth a cool $7,500. Qualifying existing customers will get the same benefit.

Read: Lucid’s Gravity X Looks Like It Might Survive A Dirt Road If It Has Enough Warning

In a press release for the incentive, Erwin Raphael, Lucid’s vice president of revenue, noted he has seen “firsthand how [the federal EV tax credit] has played a meaningful role in encouraging people to make the switch to an electric vehicle.”

Tax Credit Pain

The removal of the tax credit comes at a bad time for Lucid. It has been developing the Gravity SUV for several years now, and to fund its own credit, will now have to take an additional $7,500 hit on every Gravity that is leased. That’s bad news for a company that remains unprofitable and wants to become a serious mass-market EV player.

Lucid started production of the Gravity in late 2024 and has been slowly ramping up volume. Recent drone footage from YouTuber LucidFlys shows there are currently hundreds of Lucid Gravity models parked across staging lots at its factory in Casa Grande, Arizona. According to the YouTuber, Lucid has been dealing with some supplier constraints impacting Gravity production, in particular relating to shortages of head-up displays and power outlets.

The Lucid Gravity is currently only available in Grand Touring guise in the United States, starting at $94,900, but later this year, the order books will open for the Touring version, set to start at $79,900. All models are underpinned by a 926-volt electrical architecture, allowing the EV to charge at up to 400 kW, meaning 200 miles (320 km) of range can be added in less than 12 minutes.

Tesla’s Full Self-Driving (Supervised) system, along with its ambitious claims, has repeatedly drawn the company into controversy, and it now faces yet another round. The company is once again facing legal trouble, this time after a U.S. District Judge in California ruled that Tesla must answer a certified class action alleging it misled drivers about the self-driving abilities of its vehicles. Tesla had argued the case should be dismissed, but the court disagreed.

Read: Musk’s Robotaxi Pitch Just Backfired And Shareholders Are Suing

The automaker has consistently promoted the idea that all vehicles it built since 2016 came equipped with hardware capable of full self-driving, albeit under supervision. These assurances were made across Tesla’s website, blog posts, social media channels, and directly by chief executive Elon Musk.

In practice, though, the cars have not lived up to those promises. Tesla also asserted that vehicles with its Full Self-Driving package would eventually deliver Level 4 and Level 5 autonomy, but neither has materialized.

Judge’s Assessment

U.S. District Judge Rita Lin noted that claims about Tesla vehicles lacking the necessary hardware for autonomous driving, combined with the company’s failure to “demonstrate a long-distance autonomous drive with any of its vehicles,” provide grounds for lawsuits brought by two groups of drivers.

Tesla does not engage in typical mass advertising, and the Judge noted that ordinarily, the channels it used to promote its self-driving hardware and software may not be “enough to establish a class-wide exposure for a traditional car manufacturer.”

However, she said it’s reasonable to infer that class members went to Tesla’s website for information on its Full Self-Driving (Supervised) technology. She added that thousands of people likely saw a claim on Tesla’s website from October 2016 to August 2024 that said its vehicles contained the hardware necessary for fully autonomous driving.

Tesla’s Defense

Tesla countered that it is unreasonable to assume all class members saw those statements. The automaker also argued there is no unified proof showing the claims were significant enough to influence purchasing decisions, according to Reuters.

The class actions in California include drivers who purchased the Full Self-Driving Package from May 19, 2017, to July 31, 2024, and who opted out of Tesla’s arbitration agreement, as well as drivers who purchased the package from October 20, 2016, to May 19, 2017.

In the US, Tesla’s arbitration clause requires all disputes to be resolved through arbitration rather than in court, unless a purchaser or lessee opts out of the clause within 30 days of buying or leasing a Tesla vehicle.

It’s been less than a month after the Chevrolet Corvette ZR1X crushed the Ford Mustang GTD’s lap time at the Nurburgring, but it hasn’t taken the Blue Oval long to one-up its rival. However, rather than attempting a new record for the GTD, Ford took to the ‘Ring with its wild Transit SuperVan 4.2, setting a time that puts some supercars to shame, including the ZR1X.

Ford says it was inspired by a famous segment from Top Gear when taking the SuperVan 4.2 to Green Hell. In the show’s fifth season, Sabine Schmitz coached Jeremy Clarkson around the circuit in a Jaguar S-Type Diesel, attempting to set a sub-10-minute lap time.

She later proclaimed she’d be able to lap the circuit in less than 10 minutes in a Ford Transit, and in Top Gear’s sixth season, recorded an impressive time of 10:08.

Read: Mustang GTD Shatters Its Own ‘Ring Record by Over 5 Seconds

While the SuperVan 4.2 may have ‘Transit’ in its name, it shares nothing in common with the road-going model. With Romain Dumas behind the wheel, who recently took out top honors at the Goodwood Festival of Speed with the F-150 Lightning Supertruck, the SuperVan 4.2 set a best time of 6:48.393.

Where Does The SuperVan Rank?

This places it ninth among non-road-legal prototypes that have lapped the circuit, although it’s well behind the VW ID.R in terms of outright EV records, which lapped the track in just 6:05.336 back in 2019.

More importantly, the SuperVan 4.2’s time edged out the Corvette ZR1X’s best time of 6:49.275 and the standard Corvette ZR1 with its 6:50.763. It is also quicker than the Mustang GTD that put in a 6:52.072 time.

The Ford has also managed to outperform some other impressive supercars, such as the Lamborghini Huracan Performante, Mercedes-AMG GT Black Series, and Porsche 918 Spyder.

Admittedly, this doesn’t mean much as this is a bespoke one-off that has three electric motors and delivers 1,400 hp. It was also running on slick tires during its Nurburgring run. So no, no one will ever be able to helm anything close to it whether on road or track since it’s an one-off created by Ford just for fun – and grabbing headlines.

Ford SuperVan 4.2 at Bathurst

Xiaomi’s entry and subsequent expansion into the automotive world has been a revelation. Less than two years ago it wasn’t even building a single production car; now, it’s manufacturing the hugely popular SU7 sedan and YU7 SUV, both of which have received praise from both owners and reviewers. And come 2027, it won’t just be competing in China.

The company has been eyeing off an international expansion for quite some time, but has remained coy about which markets it would like to enter. However, while recently speaking on an earnings call, Xiaomi president Lu Weibing said the carmaker first plans to enter the European market by 2027 and go head- to-head with the likes of BYD and Tesla.

Read: Xiaomi’s Massive Waitlist Has CEO Suggesting Tesla to Frustrated Buyers

Xiaomi’s automotive push has been fueled by strong momentum at its home market. In the second quarter of 2025 alone, it delivered 81,302 vehicles, H1 total to 157,000. With production of the YU7 accelerating, deliveries are expected to increase, although some customers are already facing waits of more than a year.

Balancing Growth and Losses

Despite rapid sales, the technology giant’s automotive venture lost about 300 million yuan ($41 million) in the latest quarter. Still, co-founder Lei Jun recently said Xiaomi’s carmaking division will become profitable in the second half of 2025, reports Bloomberg.

Earlier this year, it was revealed that Xiaomi is recruiting personnel to work at a new European research and development center. Noteworthy hires include Rudolf Dittrich, who has previously worked at BMW, as well as the Williams and Sauber Formula 1 teams, while former BMW employees include Dusan Sarac and engineer Jannis Hellwig.

What Europe Might See First

It remains to be seen which Xiaomi model will be the first to launch in the Old Continent, but the firm likely hopes to sell both the SU7 and YU7 in the region. It is also hard at work on a third model, currently known as the YU9. This will take the form of a large SUV and will be an EREV with a 1.5-liter turbocharged engine and two electric motors.

Opel has just lifted the veil on an intriguing concept that it teased last week, though it is not a new high-performance model that consumers will be able to buy. Instead, the one-off Opel Corsa GSE is the latest Vision GT creation that’ll be added to Gran Turismo 7 later this year.

Like other Vision GT cars, the Corsa GSE goes far beyond what Opel would actually sell to the public – both in terms of design and performance.

Read: The Most Powerful Opel Ever Comes With A Shocking Price Tag

Regarding the powertrain, it has fitted two electric motors, one at each axle, that deliver a combined 789 hp (588 kW / 800 PS) and 800 Nm (590 lb-ft) of torque. It has also been imagined with an 79 hp (59 kW / 80 PS) overboost function that can be used for four-second bursts and needs 80 seconds to recharge.

The wild hot hatch accelerates from 0-62 mph (0-100 km/h) in just 2.0 seconds, and has a top speed of 200 mph (320 km/h). Providing the motors with their juice is an 82 kWh battery pack. Opel says that the car’s lightweight construction results in it weighing just 1,170 kg (2,579 lbs).

Visually, the Opel Corsa GSE Vision Grand Turismo features bespoke parts which allow it to sit lower and wider than the current Corsa, despite having a similar footprint. Key design details include the flared arches, the latest iteration of the Vizor grille, and the combination of a large rear wing and pronounced diffuser.

The interior is just as radical and includes a lightweight driver’s seat with six-point seatbelts and sensors that alert the driver to other vehicles on the road. If a car enters the car’s blind spot, a warning will appear through the special illuminated fabrics on the dashboard and door inserts.

More: Opel Built An Electric SUV That Might Make Hot Hatches Nervous

While this will remain firmly a concept, Opel notes that it serves as a “preview of upcoming GSE models”. This might include a hot hatch version of the next Corsa, following the example of the fully electric Peugeot E-208 GTI. The brand recently relaunched its performance sub-brand with the Opel Mokka GSE that pumps out 278 hp (207 kW / 280 PS) and 255 lb-ft (345 Nm) of torque, enough to send the EV to 62 mph (100 km/h) in 5.9 seconds.

A New Corsa Is Coming Soon

The Opel Corsa, currently in its sixth-generation, is a sibling to the Peugeot 208. The next iteration is expected to debut in 2026, riding on the STLA Small underpinnings. As with its predecessor, the subcompact hatchback will likely offer a choice between gasoline, mild-hybrid, and fully electric powertrains.

Styling-wise, the production model will borrow a few cues from the wild Corsa GSE concept like the slimmer Opel Vizor grille at the front. However, it will adopt a more conventional five-door bodystyle which is the new norm in the segment, doing without the oversized aero of the track-focused concept.

Stellantis

A few months after Audi unveiled the all-electric E5 Sportback in China under its new all-caps AUDI brand, pricing for the model has now been confirmed. As is often the case with new EVs in China, the E5 arrives at surprisingly low prices, even by the country’s competitive market standards.

The pitch is simple: blend German engineering and build quality with the advanced tech features that Chinese automakers have made their trademark.

Read: Audi Launches New AUDI Brand Without Four-Ring Logo In China

Four different versions of the E5 will be offered: the Pioneer, Pioneer Plus, Pioneer Quattro, and Flagship Quattro. Prices for the base Pioneer started at 235,900 yuan or $32,800. This version comes with a rear-mounted electric motor delivering 295 hp (220 kW) and is equipped with a 76 kWh battery pack. It has a claimed range of 384 miles (618 km) on the CLTC cycle.

Sitting above this model is the Pioneer Plus. It retains the rear-wheel drive layout, but power has been increased to 402 hp (300 kW). It also comes standard with a larger 100 kWh battery pack, bumping up the price to 269,900 yuan ($37,500), and growing the range to 480 miles (773 km).

Starting at the same price is the Pioneer Quattro. It has a smaller 83 kWh pack, but dual motors, delivering a combined 518 hp (386 kW) and covering 387 miles (623 km) on a charge.

The Flagship Quattro model is priced from 319,900 yuan ($44,500), which is still very reasonable. It has a 100 kWh battery, 402 miles (647 km) of range, and pumps out an impressive 776 hp (579 kw). That’s good enough to send it to 100 km/h (62 mph) in just 3.4 seconds.

All AUDI E5 Sportback models come standard with a LiDAR, three millimeter-wave radars, 11 cameras, and 12 ultrasonic radars for an advanced driver-assistance system.

Dominating the interior of the new EV is a huge 59-inch screen that stretches the entire width of the dashboard and includes displays for the digital wing mirrors. For an Audi, the cabin is quite minimalist, bathed in soft-touch leather and Alcantara, and complete with two wireless phone charges.

Deliveries of the E5 Sportback are scheduled to begin next month. For now, the model remains exclusive to China, though its combination of price, power, and technology could make it an appealing export candidate if demand proves strong.

Next year will see Ferrari step into new territory with the debut of its first fully electric model, currently known as the Elettrica. One might expect McLaren to mirror its Italian rival and fast-track an EV of its own, but according to newly appointed chief executive Nick Collins, that isn’t on the horizon.

Read: Inside A $70M McLaren Vault That’s About To Be Unlocked

Collins became the new boss of McLaren earlier this year when Abu Dhabi-based investment group VYVN Holdings finalized its purchase of the British carmaker and merged it with a local start-up known as Forseven. Conveniently for McLaren, CYVN Holdings is a major stakeholder in EV brand Nio and even owns Gordon Murray Technologies.

Commitment To Combustion

However, while speaking with Car and Driver at Monterey Car Week, Collins noted that McLaren will continue to consider combustion engines and hybrid powertrains as its prominent options for a “very long period of time.”

The company has no intention of abandoning its long-serving 4.0-liter twin-turbocharged V8 either, despite the Artura’s strong case for the newer 3.0-liter twin-turbo V6.

As a matter of fact, Collins noted that McLaren recently made its flagship V8 better than ever in the W1, increasing its per-liter output to 229.6 hp, a huge increase from the 185.3 hp/liter output of the 750S. According to the company’s CEO, there will be other uses for this engine moving forward, although he didn’t specify which future products could use this mill.

A Measured Approach To EVs

McLaren isn’t rushing into electrification, the door hasn’t been closed entirely. Collins acknowledged that if McLaren does launch an EV, it would likely be limited to a specific market, such as China. This would make sense as the People’s Republic is by far the largest single market for EVs.

Additionally, when CYVN announced McLaren’s merger with Forseven, it noted that the automaker “will benefit from [its] strategic investment in Nio, to deliver access to visionary technologies and electrifications”.

As for what comes next, Collins teased that the first products under this new chapter will arrive “sooner than you think.” Existing projects that were already in development before the merger are now set to receive a boost from increased investment, hinting at a busy and strategically focused future for the brand.

Hyundai’s electric ambitions in China aren’t slowing down. In fact, they’re only just getting started. Just months after the debut of the Elexio SUV through its partnership with BAIC, reports suggest the automaker is already preparing a new all-electric sedan for the Chinese market. The move appears aimed at drawing buyers away from established favorites like the Tesla Model 3, Xiaomi SU7, and BYD Qin Plus.

Design Direction

At this stage, official details are almost nonexistent. Hyundai hasn’t released any images or teasers, leaving the look of the sedan open to speculation. What seems likely, however, is that the design will chart its own path. The Elexio’s styling differs significantly from Hyundai’s global EV lineup, so the sedan may also adopt a distinct appearance, possibly with cues borrowed from its SUV sibling.

Read: Hyundai’s New Electric SUV Skips Physical Buttons Nearly Entirely For Massive Screen

If that’s the case, then the new electric sedan likely won’t share much in common with the Ioniq 6 and its streamlined shape, which has proven to be very controversial and likely continues to contribute to mediocre sales figures. Hyundai would be wise to adopt a more traditional three-box sedan shape, perhaps complete with similar headlights and taillights to the Elexio.

In all likelihood, the new sedan will utilize the same E-GMP architecture as the Elexio, as well as pretty much every other EV from Hyundai, Genesis, and Kia. This setup allows for single- and dual-motor options, as well as multiple battery configurations to target a wider audience.

The interior could also lean on the Elexio for inspiration, which ditches the “traditional” digital gauge cluster for a tiny screen positioned towards the base of the windscreen. It also features a widescreen display encompassing the central infotainment system and an area dedicated to the passenger.

According to Autohome, Hyundai plans to launch its Chinese-market electric sedan in the first half of 2026, with customer deliveries scheduled to begin in September of the same year.

Rivian has its sights set on a much bigger future. Although production and sales of the R1S SUV and R1T pickup have leveled off over the past two and a half years, the company is already deep into development of its next generation of vehicles.

The R2, a smaller and more affordable model, is set to enter production next year, followed by the R3, which should arrive around 2028 once Rivian’s new Georgia plant is fully operational. And according to the company’s leadership, this is only the beginning.

Future Lineup Taking Shape

Speaking on the Tosh Show podcast with Daniel Tosh, Rivian chief executive RJ Scaringe confirmed that the lineup is expected to grow well beyond the R2 and R3. In fact, he suggested Rivian could eventually offer as many as six distinct models.

Read: ‘The Day I Flooded Rivian And Cost Them Half A Million’ Ex Worker Says

“We think we’ll probably end up with like, maybe, five or six different vehicles,” Scaringe explained. “So after R1, there’s R2 and R3. And after R2 and R3, there’s R4 and R5. And that’s as far out as our product plan goes today, and what we’re working on, but there may be like an R6. I can’t obviously talk about it here or show it to you… but the R4 and R5 are so cool, that’s the next, next thing after R2 and R3.”

Affordable Mass Market EVs

This isn’t the first time that Rivian has hinted at its expanded product plans. During last year’s investor day, Rivian previewed three potential “affordable mass market” vehicles to launch after the R2 and R3.

All of these vehicles were covered by sheets, hiding their designs, but if they do see the light of day, they’ll benefit from the same electrical architecture and software as other Rivian models, as well as future VW products.

Earlier this year, Scaringe noted that there are “very, very few highly compelling choices,” of EVs that cost less than $50,000, noting this is why Tesla has been able to gain such significant market share.

Rivian will no doubt hope that with more affordable models, it will be able to drastically ramp up deliveries and establish itself as a serious threat to not only Tesla but also legacy automakers, which are also investing heavily into EVs, including GM and Ford.

H/T to Motortrend

Since the late 1990s, Honda has worked side by side with Dongfeng in China, producing hundreds of thousands of internal combustion engines through a long-standing joint venture.

That partnership may soon look very different, as Dongfeng has decided to sell its 50 percent stake, a move that reflects the sharp decline of traditional engine sales in China and a growing push toward electric vehicles.

Read: Honda S7 Is A $36,000 Electric SUV That’s Not For US

Dongfeng officially listed its stake on the Guangdong United Assets and Equity Exchange earlier this week. While no reserve price has been set, the listing carries a deadline of September 12.

Details in the filing show the joint venture held assets worth 5.4 billion yuan ($752 million) last year, along with debts totaling 3.3 billion yuan ($459 million). The factory tied to the venture employs 827 workers.

Pressure on Legacy Partnerships

Japanese carmakers like Honda have been feeling the squeeze from homegrown Chinese brands, many of which have surged ahead in producing innovative and competitive EVs. Dongfeng has faced a similar struggle, lagging behind rapidly expanding rivals such as BYD.

The company’s annual sales tell the story clearly, falling from 3.8 million vehicles in 2016 to just 1.5 million last year across both its own brand and joint ventures with Honda and Nissan.

It’s unclear what the next step for Dongfeng Honda will be. Honda may opt to buy out Dongfeng and bring its Chinese engine operation completely in-house, or it may hope for another local brand to step in for a new joint venture. For now, Honda’s automobile production joint venture partnership with Dongfeng remains intact.

Earlier this year, Honda introduced a new EV designed specifically for the Chinese market in collaboration with Dongfeng. At the same time, it also launched the GAC Honda GT through its other joint venture with GAC Group, showing that while the old engine-focused model may be fading, the EV era is already shaping the company’s next chapter in China.

While Western auto shows have largely died since the COVID-19 pandemic, September’s Munich Motor Show remains an important event on the automotive calendar and will host the unveiling of the new VW T-Roc. This second-generation model will be sold with ICE, hybrid, and battery electric powertrains and has just been teased for the first time.

The image released of the T-Roc shows a black prototype covered with bright yellow text. Although it only shows the new model from the side, it’s obvious that this is the same vehicle that leaked images revealed earlier this year.

Read: VW’s Electric T-Roc Will Be Separate From The ICE Version

Those photos showed the new T-Roc with a thoroughly revised front fascia, including a large black grille with honeycomb-shaped cutouts, sharp headlights, and an LED light bar. Plenty of changes have also been made to the rear of the model, including the fitment of new LED taillights.

While the T-Roc may not be sold in the United States, it is a hugely important car for VW in Europe. In fact, it consistently ranks among the top-selling models on the continent, often rivaling the likes of the Golf, Renault Clio, and Dacia Sandero in terms of volume. As such, this new model had better win over customers, or else VW’s European struggles could be compounded.

Expanding The Powertrain Mix

In addition to the combustion models, VW will offer the new T-Roc with a full-hybrid system that will be offered in the Golf and Tiguan too. The setup combines a petrol engine with an electric motor that can power the rear wheels on its own or work together with the engine, operating much like Toyota’s approach where the system can switch between petrol, electric, or a blend of both as needed.

VW chief executive Thomas Schäfer noted that this hybrid variant will be particularly important in South America.

“We needed to do it anyway, because South America has a need for an HEV drivetrain – and the T-Roc is built in South America for South America, and also in China,” he told Autocar. “Interestingly enough, HEV has also become a big theme in the US specifically. It’s a technology that everybody said was not necessary any more, but now with the BEV slowdown in the US, the balance is [moving towards] HEVs.”

Electric Future

The electric version of the T-Roc will be underpinned by VW’s new Scalable Systems Platform (SSP), becoming only the second model to use this architecture. It will bring with it ultra-fast charging and Level 4 autonomous capabilities.

Touch-sensitive steering wheel buttons seemed futuristic when Volkswagen introduced them, but they’ve sparked more frustration than admiration. Now, according to a new class action lawsuit in the US, these capacitive controls may not just be inconvenient – they could pose a genuine safety risk.

Read: VW Getting Rid Of Dreaded Touch-Sensitive Controls On Steering Wheels

A few years back, Volkswagen admitted that touch-sensitive steering wheel buttons were a misstep and pledged to return to physical switches in future models. That decision, however, does little for current owners still stuck with controls that the common consensus is that they are far too finicky.

According to the lawsuit, these overly sensitive controls mean it’s possible to automatically engage the Adaptive Cruise Control with a “mere light brush of the hand,” potentially putting drivers in dangerous situations.

Focus on the ID.4

The case is focused on VW ID.4 models equipped with these capacitive buttons and names two plaintiffs who are reportedly now “terrified and hesitant” to drive their vehicles. The class action also alleges that VW has failed to disclose the alleged defect, nor has it offered its customers suitable repairs or replacements free of charge, or even offered to reimburse its customers.

It’s also been alleged that VW has known about the problem because of customer complaints, internal records, and information sent from dealers.

The plaintiffs involved assert that Volkswagen is guilty of common law fraud by omission, alongside breach of express and implied warranty and unjust enrichment. The lawsuit has been filed in a New Jersey federal court and also asserts that the company has violated consumer protection laws in Connecticut and Massachusetts.

While it’s been almost three years since VW said it’d ditch its capacitive steering wheel controls, we will have to wait until the launch of the all-electric ID.2all before physical steering wheel buttons make a return. As such, it’ll likely take the German brand several years to completely phase out the haptic switches from the rest of its model range.