The sands of the automotive industry are always shifting, but 2025 has been on another level. The Trump administration’s policies, flip-flopping on tariffs, and removal of regulatory hurdles are changing the landscape incredibly fast. One byproduct is the expectation that big SUVs and trucks will get a new lease on life. Automakers couldn’t be more excited about that.

Specifically, the CEOs of the ‘Big Three’ in America are clearly fans of what they see coming. Trump’s EPA has removed penalties for automakers that fail to meet CAFE standards. That’ll save car companies billions every year.

With no penalty for building gas-guzzling trucks and SUVs, they have the ability to lean into those high-margin segments even more than they already do.

More: US Tariffs Just Hit This Dodge So Hard It May Skip 2026 Entirely

The Wall Street Journal reports that Stellantis CEO Antonio Filosa openly said, “This will mean to us a lot of additional profit.” Speaking of the new industry landscape, GM CEO Mary Barra said on an earnings call that “It also gives us the opportunity to sell EV vehicles… Excuse me, ICE vehicles, for longer and appreciate the profitability of those vehicles.”

Ford’s Jim Farley is on board too, saying, “This is a multibillion-dollar opportunity over the next couple of years.”

EV momentum slows as profits take priority

All three of these brands have spent billions on EV development, CAFE fines, and other tech in an effort to expand into more sustainable products. GM promised years ago that it would be an EV-only brand by 2035. Ford was planning to build a three-row EV in Canada. Stellantis famously axed the HEMI and kicked off the latest Charger generation with EV power only.

Clearly, it’s proven very tough for them to successfully break into the EV space and so the incentive now is to lean back into what they already know makes a big profit, ICE vehicles. Stellantis is going to announce new information on the gas-powered Dodge Charger with the Sixpack in just a few days.

Ford is now going to build big trucks in Canada rather than the three-row electric SUV, and GM hasn’t mentioned its all-EV by 2035 plan in quite some time.

Trucks, SUVs, and a new strategy

From a business standpoint, the pivot makes sense. American consumers continue to buy large vehicles in high volumes.

“Americans do like buying giant vehicles,” said Adam Lee, chairman of Maine-based Lee Auto Malls. “They’re going to see how many more giant SUVs they can pump out, because they sell a lot of them and make a lot of money on them.” He’s concerned that without continued investment in EVs that the US will fall behind in terms of sustainability and technology. 

For now, there’s no reason to think that automakers are going to scrap the EV work they’ve done, but their focus is likely changing for at least the next few years. It’s easy to see a path where the roadways are even more full of giant vehicles than they already are. 

Small electric performance cars are picking up speed, and in Europe, Stellantis has quietly assembled a diverse lineup across its brands. Among them are the Abarth 600e, the Alfa Romeo Junior Veloce, the Lancia Ypsilon HF, and the upcoming Peugeot 208 GTI. Now Opel is joining the mix with a sportier take on the Mokka.

This electric variant kicks off Opel’s revamped GSE sub-brand with sharper styling and performance upgrades.

More: Opel’s Rugged SUV Could Rival Dacia’s Budget Off-Roader

The fastest electric Opel (Vauxhall in the UK) model to date looks more aggressive than the regular Mokka, taking inspiration by the GSE Rally prototype that debuted last May. Black inserts in the front and rear bumpers emphasize the air intakes, and GSE badging on the grille and side panels signals its performance focus. The standout, however, is the set of 20-inch alloy wheels with a clean, aerodynamic design and bright yellow brake calipers, which look especially large on a compact SUV.

Inside the cabin, the upgrades continue. The front seats are trimmed in Alcantara and shaped for extra support, matched by similarly finished door inserts. A reshaped steering wheel, aluminum pedals, and white and yellow accents help differentiate the GSE from its tamer siblings. The dual 10-inch screens in the digital cockpit now include performance-focused graphics unique to this model, providing real-time data while driving.

Performance Matches Rivals

Power comes from a single electric motor producing 278 horsepower (207 kW or 280 PS) and 345 Nm (254.5 lb-ft) of torque. These figures are in line with the top-spec versions of the Abarth and Alfa Romeo counterparts, as well as the earlier GSE Rally concept. The front wheels handle all that power with the help of a Torsen limited-slip differential.

Opel claims the Mokka GSE can accelerate from 0 to 100 km/h (0 to 62 mph) in 5.9 seconds, while its top speed is capped at 200 km/h (124 mph. This makes the Mokka GSE quicker than the more powerful but heavier Grandland Electric AWD.

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

Besides having almost double the power of the standard Mokka Electric, the GSE features a unique chassis setup. The suspension has been lowered by 10 mm and includes dual hydraulic shock absorbers for better damping. The rear axle is stiffer, the steering has been retuned, and stopping power comes from Alcon brakes with 380 mm discs and four-piston calipers.

The Mokka GSE uses the same 54 kWh lithium-ion battery pack found in the regular Mokka Electric. However, due to the performance enhancements and extra hardware, the WLTP range is expected to fall short of the standard model’s 406 km (252 miles). Even so, the GSE keeps its weight under 1,600 kg (3,527 pounds), which is not bad for a fully electric crossover with this level of performance.

Details about the market launch and the pricing of the Opel Mokka GSE in Europe will be announced in the coming months. The model will also be available in the UK, albeit with Vauxhall emblems.

Opel

Solid-state batteries have been the big promise in the EV world for years now. Enthusiasts and experts alike have predicted they would render current battery chemistries like LFP and NMC practically obsolete by this point. So far, though, we’re still waiting for that promised breakthrough.

Still, the world’s largest carmakers aren’t ready to give up on them just yet. Companies like BMW, Mercedes-Benz, and Stellantis continue to pour resources into solid-state tech, lured by the possibility of EVs that could travel over 1,000 km (621 miles) on a single charge.

BMW recently started testing a specially-equipped i7 prototype in Munich with large-format solid-state cells from US company Solid Power. These cells use sulfide-based electrolytes and will be used in future Neue Klasse models from the automaker. But it won’t be until the 2030s that mass production of these cars begins.

Read: Mercedes EQS Solid State Prototype Hits The Street With 621 Miles Of Range

Cross-town rival Mercedes-Benz is also working on solid-state EVs of its own. It started real-world testing of a retrofitted EQS in February, using a battery from Factorial Energy, a company Mercedes has been working with for several years.

According to Auto News, this new battery will have 25% higher energy than current packs. It’ll also be lighter and more compact. This will also impact the designs of future Mercedes models with solid-state packs, according to the company’s head of battery development, Uwe Keller.

“[These benefits] not only lead to longer vehicle ranges but also affect the vehicle design, for example the architecture,” he revealed. “Solid state cells are also less prone to overheating.”

Stellantis is also making moves to bring solid-state batteries to the market. Like Mercedes, it’s working with Factorial Energy on the project and will start tests in 2026. According to the senior vice president of tech research at Stellantis, Anne Laliron, “Solid state is the North Star in battery chemistry,” allowing car brands to choose between “more range or fewer materials – both reduce cost and carbon footprint.”

While it’s unclear when Stellantis will bring the tech to the road, both Toyota and Nissan believe they can commercialize solid-state batteries in the very near future. Toyota is targeting production in 2027, while Nissan says it can launch a solid-state battery by 2028. However, given the turmoil Nissan currently finds itself in, we wouldn’t be shocked to see that date get pushed back.

More than a year after making its digital debut, Lancia’s long-awaited hot hatch has finally rolled onto the tarmac. The sub-compact Ypsilon HF was officially launched at the Balocco proving ground in Italy, giving the world a first proper look at the fastest, most expensive Ypsilon to date.

More: The First Electric GTI Isn’t From VW

For those who like the sporty aesthetic without the price tag (or the horsepower), there’s also the HF Line for the supermini, a trimmed-down alternative available in both hybrid and electric form. It keeps most of the visual drama while skipping the mechanical upgrades.

Performance

Starting with the full-blown Ypsilon HF, the hot hatch is equipped with a single electric motor generating 276 hp (207 kW / 280 PS) and 345 Nm (255 lb-ft) of torque. That puts it right in line with other high-performance EVs under the Stellantis umbrella, such as the Abarth 600e, Alfa Romeo Junior Veloce, and the upcoming Opel Mokka GSE and Peugeot 208 GTI.

With the help of a front-mounted Torsen limited-slip differential, the Ypsilon HF can launch from 0 to 100 km/h (62 mph) in 5.6 seconds. While that’s quick for its class, top speed is less impressive, capped at 180 km/h (112 mph). Power is drawn from a 54 kWh battery, providing a WLTP-rated range of 370 km (230 miles) between charges.

The HF rides on a stiffened chassis with revised suspension geometry and a lower stance. It sits 20 mm (0.8 inches) closer to the ground than the standard Ypsilon and gets a wider footprint, with 30 mm (1.2 inches) added to the front and rear tracks. Braking has also been upgraded, courtesy of an Aclon system with monobloc four-piston calipers and 355 mm discs up front.

Rally-inspired Looks

Visually, the Ypsilon HF stands apart with a sportier bodykit and unique 18-inch alloy wheels. Compared to the standard model, it features redesigned bumpers with larger intakes, wider fenders with aero extensions behind the front wheels, a rear diffuser, and the HF badge featuring the iconic red elephant. It’s offered in Nero Ardesia, Bianco Quarzo, and Arancione Lava, the last of which pays tribute to the racing liveries of classic Fulvia and Stratos models.

Inside, the Ypsilon HF gets an electric-blue dashboard, aluminum pedals, sports seats wrapped in Econyl, and a generous scattering of HF logos. Standard equipment includes dual 10.25-inch displays with custom graphics, wireless charging, ambient lighting, and Level 2 driver assistance features. Lancia’s quirky “multifunctional coffee table” console is also along for the ride.

The HF Line As A Budget Alternative

If the full-fat HF is a bit much for your wallet, or you just don’t need all that power, the HF Line delivers the visual flavor at a more digestible price. It wears the same bumpers and logos as the HF, but skips the wide fenders and drops down to 17-inch alloys. Inside, it gets its own version of sporty seats featuring a “cannelloni-style” design with orange stitching. It’s still dramatic, just with a milder aftertaste.

More: 2025 Lancia Ypsilon Hybrid Gains More Power Without Gaining More Power

Despite its aggressive styling, the Ypsilon HF Line doesn’t come with any performance or chassis upgrades. It’s available with either a mild-hybrid 1.2-liter three-cylinder engine producing a rather poor 109 hp (81 kW / 110 PS), or the standard electric powertrain. In its ICE form, the HF Line does 0 to 100 km/h (62 mph) in 9.3 seconds, a full 3.4 seconds slower than the HF. Oddly enough, it manages a higher top speed of 190 km/h (118 mph).

Price and Release Timeline

The Ypsilon HF is scheduled to hit European dealerships after the summer, while the HF Line is already available for order. In Italy, the fully electric HF starts at €39,200 ($45,900), which makes it the priciest Ypsilon ever sold. The HF Line, on the other hand, starts from a much more palatable €22,450 ($27,300) with the mild hybrid.

Track-Ready Versions

Lancia isn’t stopping at the road-going versions. The brand also shared details on two racing-spec Ypsilons, both powered by non-electrified 1.2-liter turbocharged three-cylinder engines and featuring mechanical limited-slip differentials up front.

More: Is Stellantis Secretly Working On A New Lancia Fulvia?

The entry-level Ypsilon HF Racing produces 143 hp (107 kW / 145 PS) and aims for value-conscious racers with a starting price of €38,900 ($45,600). At the top of the heap sits the Ypsilon Rally 4 HF, packing 209 hp (156 kW / 212 PS), a five-speed Sadev gearbox, upgraded brakes, and proper rally hardware. That one will cost you though, as it starts at €74,500 ($87,400).

Lancia

Posh Citroen spinoff, DS Automobiles, has been showing off its new flagship, a blocky-looking coupe crossover whose powertrain lineup consists solely of electric options. But a DS chief has let slip that the company is keeping its options open amid volatility in the electric car market.

When asked by Autocar at the international press drive event about the chance of the No8 being reconfigured to work with a combustion engine, DS product chief Cyprien Laurentie admitted that “it’s always a possibility.”

Related: DS No8 Breaks Cover As The New French Electric Flagship

The DS No8 currently comes with a choice of single-motor, front-wheel drive, and dual-motor, all-wheel drive power. Base versions generate 227 hp (169 kW / 230 PS) or 242 hp (180 kW / 245 PS) plus an extra 30 hp (22 kW / 30 PS) from a temporary boost function, and top-flight models make 345 hp (257 kW / 350 PS), or up to 370 hp (276 kW / 375 PS) with the boost function enabled.

Laurentie highlighted the impressive 466-mile (750 km) range as one reason the No8 required “no real compromise” on the part of its driver in its current electric-only configuration, and described it as “perfect for commuting and travelling.”

But DS has struggled for years to get a foothold in the premium market, and it isn’t above changing course if the EV-only experiment with the No8 doesn’t work. “We will keep a close eye on the market and adapt if necessary,” Laurentie told Autocar.

Adapting for combustion power wouldn’t necessarily be that complicated. The No8 is built on the same STLA Medium architecture as the Peugeot 3008, a car that takes advantage of the platform’s flexibility to offer buyers a choice of mild-hybrid, plug-in hybrid, and fully electric powertrains.

Citroen’s C5 Aircross uses the same building blocks and is also available with a mix of power options, though the PHEV’s feeble 53-mile (85 km) range looks off the pace in an era when the best plug-ins can travel 50 percent further on electric power. And having a second-rate combustion setup might not be any help to DS when it’s battling well-established premium opposition.

Do you think DS should stick to its EV guns, or would it be better to spread its bets and greenlight a hybrid model to sit alongside the current electric-only No8?

DS

Affordable city cars are vanishing across Europe, and not in a cool, mysterious way. Their disappearance is being driven by a mess of regulations and a market increasingly tilted toward heavier, pricier vehicles.

Now, the heads of Stellantis and Renault are calling on European regulators to rethink the rules in order to make building small cars viable again. Their proposed fix? Borrow a page from Japan’s playbook and support the development of compact EVs, or as they’ve been dubbed, E-Cars.

Read: Stellantis CEO To Earn More In His First Year Than Most Will In A Lifetime Yet Still Trails Rivals

The decline has been dramatic. Stellantis chairman John Elkann says Europe once saw around 1 million new cars priced under €15,000 (roughly $17,400) sold each year. That number has collapsed to just 100,000. For automakers, the financial incentive to produce such vehicles is fading fast, largely due to European Union regulations that make designing and manufacturing them less and less attractive.

“We are going to face more than 120 new regulations by 2030,” Elkann said. “If you look at our engineers, more than 25 percent just work on compliance, so no value is added. There’s no reason why if Japan has a kei car, which is 40 percent of the market, Europe should not have an E-Car.”

New Regulations Are Needed

Before his unexpected resignation earlier today, Renault CEO Luca de Meo echoed Elkann’s concerns in an interview with Autonews. He called on countries like France, Spain, and Italy to take the lead in reviving the dwindling small-car segment. In his words, “driving around every day in an electric vehicle weighing 2.5 tons is clearly an environmental nonsense,” and he pushed for “the mass development of small cars for urban travel and last-mile deliveries.”

“What we are asking for is a differentiated regulation for smaller cars,” de Meo added. “There are too many rules designed for bigger and more expensive cars, which means we can’t make smaller cars in acceptable profitability conditions.”

Also: One Of Europe’s Top Auto Bosses Suddenly Quit Just As Things Start Looking Up

Stellantis, to its credit, still offers a few tiny transport options, including the Citroen Ami, Opel Rocks-e, and Fiat Topolino. All three fall under the EU’s quadricycle category, a niche regulatory loophole that allows ultra-light, low-speed vehicles to exist, barely. But to spark a broader return of small, cheap cars, European lawmakers may need to revisit those definitions entirely, either by tweaking quadricycle regulations or creating a fresh classification for compact EVs.

Researchers from the Gerpisa automotive research center are urging regulators to permit car companies to sell Kei car-like vehicles locally, believing this will help local brands compete with Chinese competition.