The end of the federal EV tax credit has left the industry on edge, and Ford’s top executive is warning of serious consequences. Without the $7,500 incentive, Jim Farley believes demand for electric vehicles in the United States could collapse, with sales potentially dropping by half. It’s a sobering reminder of how much the credit has shaped America’s shift toward electrification.

Read: Jim Farley – “If We Lose This, We Do Not Have A Future Ford”

Speaking at the automaker’s  “Ford Pro Accelerate” event in Detroit, Farley said EVs might soon represent only 5 percent of the overall US car market, a level last seen in 2022 and well below the record 10 to 12 percent share expected this month. That projection paints a far more modest future for electric adoption than many in the industry had anticipated.

A Shrinking Market?

“I think it’s going to be a vibrant industry, but it’s going to be smaller, way smaller than we thought, especially with the policy change in the tailpipe emissions, plus the $7,500 consumer incentive going away,” Farley said. “We’re going to find out in a month. I wouldn’t be surprised that the EV sales in the U.S. go down to 5%.”

According to Farley, Ford’s Model e team is continually analyzing the demand for electrified vehicles. The car manufacturer will also have to change plans and decide how it should make use of excess EV capacity and its battery factories.

Adjusting To New Rules

“We’ll fill them, but it will be more stress, because we had a four-year predictable policy,” Farley noted. “Now the policy changed. … We all have to make adjustments, and it’s going to be good for the country, I believe, but it will be one more stress.”

During the same event, Farley also acknowledged that Ford’s customers are not interested in an expensive electric car. As such, the carmaker will need to make cheaper EVs, but now that the tax credit is gone, doing so will be much more difficult than before.

“Customers are not interested in the $75,000 electric vehicle,” the Ford CEO said. “They find them interesting. They’re fast, they’re efficient, you don’t go to the gas station, but they’re expensive.”

Rumors of the Volvo EM90 minivan launching in the United States have kicked into overdrive after the company made a recent filing with the United States Patent and Trademark Office. Not only that, but the vehicle depicted in the patent images appears to be a plug-in hybrid, while the EM90 introduced in China is all-electric.

Read: New Volvo XC70 Dumps Its Wagon Past And Goes Full Crossover

Car and Driver spotted the filings and noted that the the Volvo EM90’s design is nearly identical to its Chinese counterpart, save for one detail that stands out. While the EV wears its charging port on the left rear quarter, the U.S. patent drawings add an extra flap on the right rear side.

What’s Behind The Extra Flap?

That second hatch led to speculation that the model in question could be hiding a fuel filler, keeping the charging port in its original place and thereby creating a plug-in hybrid setup. On the other hand, several manufacturers, Audi among them, have opted for dual charging ports on their electric models to make public charging easier. With that in mind, Volvo could just as easily be following a similar path with the EM90.

Volvo’s Hybrid Plans

The emergence of this patent prompted suggestions that a plug-in hybrid EM90 could be the new hybrid Volvo has been promising to build at its Charleston factory in South Carolina. However, in a statement issued in response to the original story, Volvo denied any plans of selling the EM90 in the US and downplayed the possibility of it being the hybrid to be built in the US.

“[Volvo does] not have any plans to bring EM90 to the U.S. [Volvo] will share more details about the future hybrid to come to our Charleston plant at a later date,” the automaker said.

Of course, this begs the question as to why Volvo went to the trouble of patenting the vehicle in the US if it has no intention of selling it locally? It may have done so on the off chance that it reconsiders and decides to sell the EM90 in the United States.

It’s been eight long years since Tesla promised the second-generation Roadster, and yet the car still doesn’t exist outside of renders, prototypes, and Elon’s Twitter, err, sorry, X feed. Back in 2017, Tesla managed to talk plenty of people into dropping $5,000 for a reservation, followed by another $45,000 as a deposit, all with the confident assurance that production would begin in 2020.

The Refund Maze

For years, people have quietly wondered how you cancel a Roadster reservation, assuming anyone at Tesla would, you know, actually pick up the phone. Thanks to YouTuber Marquess Brownlee, better known as MKBHD, we finally know what the process looks like. Predictably, it’s a bit of a mess. Still, reservation holders can get their money back, even if it takes some persistence.

Read: 8 Years Later, Tesla’s Still Taking $50K Roadster Reservations Musk Promised For 2020

While speaking on a recent podcast, Brownlee said that he paid the $50,000 deposit for a next-gen Roadster when it was first announced in late 2017. When he later decided to cancel, he followed the required steps on the Tesla app and was given a phone number, but when he reached out, his call went straight to voicemail. When he did finally speak with someone, they said they didn’t know how to cancel the order, but assured him that they’d work out how to do it.

Money In, Money Out

Eventually, Tesla was able to confirm to Brownlee that he would receive the refund, but only for the $45,000 deposit, and not the initial $5,000 reservation fee that he had paid. Roughly a week after first sharing the story, the YouTuber took to X to reveal that Tesla had, in fact, also refunded him the $5,000, perhaps after realizing that its own website confirms this $5,000 is “fully refundable.”

The money paid to Tesla by Brownlee, as well as others who have placed deposits on the Roadster, may have been used by the electric automaker to help fund the development costs of the car, as well as other models. Either that, or it has been sitting in an account somewhere collecting interest over the past eight years.

Fun fact, had Brownlee put that $50,000 into Tesla stock back in 2017, when shares were around $22 a piece, instead of reserving a piece of vaporware, he’d be looking at more than $1 million today with the price sitting at $454 on October 1!

If you want to get behind the wheel of a Tesla Cybertruck in Germany, you’re out of luck. Not only is the electric pickup not directly sold by Tesla in the country, but it also fails to comply with European Union safety regulations. And based on a recent document shared online, it seems that not even US military personnel will be permitted to drive the Cybertruck on German roads.

The guidance, shared this week by the U.S. Army Customs Agency, sets out the reasons the Cybertruck is officially barred in Germany.

Rules For Imported Vehicles

Under an agreement between the US military and the German Federal Ministry of Transport (FMoT), American service members can bring in personal vehicles from the US and drive them locally without having to meet all European safety standards. That arrangement, however, doesn’t stretch to the Cybertruck.

Watch: Even With Rubber Edges, Critics Want Tesla’s Cybertruck Off Europe’s Roads

According to the agency’s letter, US Forces had asked the FMoT whether military personnel would be allowed to import the truck. The answer was a firm no.

The rejection centers on “significant passive safety concerns.” The Cybertruck lacks EU type-approval because its sharp-edged stainless steel bodywork doesn’t comply with safety standards designed to protect pedestrians, cyclists, and motorcyclists. The agency states the truck “deviates significantly” from EU legal requirements and that “safe operation in German public road traffic…is not ensured.”

Attention Not Welcome

Beyond the safety issues, the document also highlights that the Cybertruck would inevitably attract unwanted attention in traffic, which conflicts with the purpose of USAREUR-AF cover plates intended for force protection. As the Customs Agency explained, “For the above reasons, U.S. Army Customs Agency will not issue import certificates for Tesla Cybertrucks.”

The US Army Customs Agency added that any military personnel who do personally import a Cybertruck to Germany risk having to ship it back to the United States at their own expense.

The end of BMW’s Z4 is on the horizon, and when production finally winds down next year, it will mark the departure of one of the brand’s most distinctive sports cars. The Z4 has never been a high-volume seller, but for buyers who wanted a stylish two-seater that mixed weekend fun with everyday usability, it carved out a loyal following.

Read: BMW Needs A Neue Klasse Z4 That Looks As Good As This

What happens after that is less certain. BMW has yet to confirm whether a next-generation Z4 will ever reach production, though in a recent interview one of its top executives suggested the Neue Klasse era could still make room for a sports car.

Space in the Neue Klasse?

Joachim Post, board member for development at BMW, recently spoke with Australia’s Drive and was asked directly if the Neue Klasse platform can support a sports car. He responded by saying it’s “feasible.”

The current Z4 was born from a collaboration with Toyota that also produced the Supra, though the Neue Klasse platform presents an opportunity for BMW to go it alone. When pressed on whether this would be the case, Post avoided specifics, instead stressing the company’s modular development approach.

“The philosophy of BMW also has been in the past to… we say baukasten, and that means that we have communal parts for different types of cars and different segments,” he explained. “Electronic control units, for example, a battery cell, all the things are the same, but integrated into a different package. So for us at BMW, it’s always core to think in that way, how we can develop a component and we can scale it in every one of our cars.”

That’s why we can be so fast to [spread] this new technology [across the line-up] in two years, in 40 derivatives – that gives you the possibility to make scaling combinations to make that feasible to run, from a business case [perspective]. We will see what’s coming up for future.”

According to Post, this strategy is what enables BMW to roll out new technologies quickly. “That’s why we can be so fast to [spread] this new technology [across the line-up] in two years, in 40 derivatives – that gives you the possibility to make scaling combinations to make that feasible to run, from a business case [perspective]. We will see what’s coming up for future.”

Electric or ICE?

That last point is key and leads to the bigger question: if BMW does bring back the Z4, which powertrain makes more sense? Slotting in an existing battery pack and motors would be the straightforward option, yet as Porsche has discovered while shaping the next 718, appetite for electric sports cars is thin.

That reality points to internal combustion as the safer starting point, perhaps with an electric spin-off later. The snag is obvious, though: pouring that kind of money into a low-volume roadster is hardly the kind of business case that keeps accountants and shareholders smiling.

Illustrations LS Design/Instagram

When Tesla started customer deliveries of the Cybertruck in late 2023, it seemed that every man and their dog was trying to buy one. For a brief moment, this demand led to a massive spike in prices on the used market with flippers rushing in to cash out. However, as is so often the case, these prices soon began to crash and can now be so low that it almost beggars belief. Take this 2024 Cybertruck, which recently failed to sell over at Bring a Trailer.

Read: Cybertruck’s Cheapest Version Is Already Dead

The first thing that stands out about this Cybertruck is the Gulf Racing livery. The blue and orange theme is one of the most iconic liveries ever used in motorsport and has previously adorned racing legends like the McLaren F1 GTR, Porsche 917, and Ford GT40. On a supercar, it looks great, but the livery seems totally out of place on a Cybertruck. Then there’s the fact Gulf is an oil company, so slapping its logo on an EV feels about as fitting as a steakhouse sponsoring a vegan festival.

The Depreciation King

While the aftermarket wrap is a little odd, this Cybertruck is a flagship tri-motor Cyberbeast model, carrying a $105,485 sticker price. Given that it has only been driven 2,200 miles (3,540 km) and was offered with a clean Montana title, it’s a little shocking that bidding topped out at a measly $76,500.

Bring a Trailer

That’s an extreme amount of depreciation, even by Tesla’s usual rollercoaster standards. The top bid came in nearly $29,000 under the original MSRP, which works out to around $13 lost for every mile driven. Factor in the $10,000 spent on the wrap, and the seller is staring at close to $40,000 gone in less than a year.

While the Cybertruck is controversial, as is Tesla chief executive Elon Musk, there’s no denying that the Cyberbeast is quick. Thanks to its three electric motors, it delivers an impressive 845 hp, allowing it to hit 60 mph (96 km/h) in just 2.6 seconds. Evidently, not even the promise of performance like that, or a motorsport-inspired livery, was enough to convince someone to buy this Tesla.

Bring a Trailer

Sales momentum keeps building for Toyota, with last month’s modest increase adding to what has already been a strong run through the first eight months of the year. At the current pace, Toyota looks set to surpass the 10.8 million vehicles it sold globally in 2024.

But a closer look at the company’s latest report uncovers some striking details, or anomalies if you will, including the fact that only 18 battery-electric vehicles were sold in its home market of Japan during August.

Read: Toyota Finally Blinks As Europe’s EV Market Closes In

The good news for Toyota is that this year, the company has sold 7,409,273 vehicles across the Toyota, Daihatsu, Hino, and Lexus brands. This represents a 6.2 percent increase over last year. That said, August growth slowed to 900,598 units, down 1.3 percent year on year. More concerning was the drop at home, where Toyota’s group sales in Japan fell 10.2 percent in August despite being up 17.8 percent across the year so far.

Excluding Daihatsu and Hino, Toyota and Lexus deliveries in Japan dropped 12.1 percent last month to 96,269 units. The slowdown has been linked to operational setbacks and delayed deliveries connected with issues in the Kamchatka Peninsula, alongside lingering fallout from a wide-ranging Prius recall last year.

Toyota’s BEV Sales

The report also highlights how Toyota and Lexus are faring with electrified models. Globally, year-to-date EV sales climbed 20.6 percent to 117,031 units. Yet in Japan, the story is very different. Sales of battery-electric vehicles collapsed by 84.9 percent in August, amounting to only 18 units. Over the first eight months, the total was just 469 BEVs in Toyota’s home market, down 71.1 percent.

This decline comes despite overall electrified vehicles in Japan rising 8.8 percent this year to 617,947 units. The vast majority of these are Toyota’s traditional hybrid models, accounting for 603,676 sales. It has then sold 13,551 plug-in hybrids in Japan this year and 251 hydrogen fuel-cell models.

Growth Abroad

Outside Japan, Toyota’s EV business is heading in the opposite direction. Global demand has strengthened, with 117,031 EVs sold this year, a solid 20.6 percent increase. August proved especially strong, with 17,056 units delivered, marking a 34.5 percent rise compared with the same month last year.

The next few years will be make-or-break for Rivian, a brand still trying to prove it deserves a permanent seat at the EV table. For now, its line-up is limited to two models, the R1S SUV and the R1T pickup, both confined to North America. Sales and production have stumbled rather than soared, and momentum has been hard to come by.

To inject some life into the portfolio, Rivian plans to launch the smaller and more affordable R2 in the first half of 2026. This SUV is being positioned as both a volume-builder and the company’s ticket to international relevance.

Read: Rivian’s R2 Spotted With A Very Interesting Rear Window

Rivian has been planning to grow beyond North America for quite some time, and according to boss RJ Scaringe, it’ll first expand into Europe after the R2’s American launch. The UK, is one of the markets being targeted by the brand, although Scaringe didn’t provide any indication as to exactly when we can expect to see his company’s EVs on the other side of the Atlantic.

A Different Kind of Entry-Level

While recently speaking with Autocar on the sidelines of the Munich motor show, Scaringe described Rivian’s upcoming models as “highly aspirational but highly attainable,” noting that the two qualities rarely align. “Often, when you see the price go down, you see the desirability drop off. But this is what makes our R2 and R3 so interesting: they’re inviting and attainable in their pricing, but they still feel very special,” he said.

It’s likely that the smaller and cheaper R3 will follow in the footsteps of the R2 and will also be sold globally. Moreover, a European launch for Rivian means it will have to start building vehicles in right-hand drive, which will require significant alterations to be made to its factory tooling.

The Numbers That Matter

In the US, the R2 is expected to start at around $45,000, will utilize Rivian’s new midsize platform, and should be available in single-, dual-, and tri-motor configurations. A European price tag of between €40,000 and €50,000 is to be expected for the R2, with the R3 undercutting it slightly.

Rivian has also confirmed where the cars will be built. Production of the R2 will be split between a forthcoming multi-billion-dollar facility in Georgia and an expanded line at its existing plant in Normal, Illinois

Although VinFast cars are rarely spotted on American roads due to the brand’s lukewarm local launch, they are very popular in Vietnam, where the company is based. Its newest creation, the Lạc Hồng 900 LX that was developed in collaboration with armoring specialists Inkas, has just been introduced to the domestic market.

It’s a far cry from some of VinFast’s more affordable models and could prove perfect for high-rolling executives and government officials who want luxury wrapped in an extra layer or two of protection.

More Than Bulletproof

The 900 LX shares a lot in common with the pre-existing VinFast VF 9 and will be available in both non-armored and armored guises. The Inkas-built version is fully homologated for Vietnamese roads and carries certification to withstand rifle fire, including armor-piercing rounds.

Read: Jaguar Land Rover Fires Whistleblower Over Reddit AMA On Vinfast Safety Flaws

Just in case that wasn’t enough to convince shoppers of the 900 LX’s security, Inkas says it can also withstand the simultaneous detonation of two DM51 hand grenades, and during testing, it dealt with 400 laser-guided rounds. Importantly, the armored version doesn’t really look any different than the standard model.

The Powertrains

It’s understood that there are some slight powertrain differences between the standard and the armored versions of the Lạc Hồng 900 LX. Local media reports that while both use a 123 kWh battery pack sourced from CATL, the standard model uses two electric motors combining to produce 402 hp and 457 lb-ft (620 Nm) of torque, allowing it to hit 62 mph (100 km/h) in 6.8 seconds.

By comparison, the armored version’s motors have been upgraded to deliver 455 hp and 457 lb-ft (620 Nm). However, despite the extra grunt, the Inkas model needs 9.8 seconds to reach 62 mph due to all the weight of the armoring.

Visually, the 900 LX stands out from the shorter-wheelbase VF 9 that it is based on. For example, it includes a custom chrome-finished grille and a slew of gold accents, including the door handles and the prominent hood ornament. These gold elements continue into the cabin, where you’ll also find plenty of soft-touch leather and wooden accents.

After years of waiting, BMW’s Neue Klasse era is finally right around the corner. The second-generation iX3 is the first model to arrive, and soon, it’ll be followed up by the new i3, the all-electric version of the 3-Series. Not only does the Neue Klasse bring a new design language, but it also adds advanced new technologies that’ll be introduced across the rest of the BMW family.

Read: These Next-Gen BMWs Will Update Faster Than Your iPhone

By the end of 2027, more than 40 new or updated BMW models will arrive, all sharing the same core computing systems as the iX3. Many will also adopt the brand’s new Panoramic iDrive setup. The company is calling the iX3’s suite of tech features a “quantum leap” in its evolution.

A Faster Digital Future

“Every technology, everything on the iX3 is all-new,” BMW Neue Klasse boss Mike Reichelt said in an interview with Autocar. “We will roll out this technology across the whole portfolio, and fast. We have never done this before, but it is necessary when you look at the technology such as the computing power and the user interface. There have been so many big jumps.”

Reichelt emphasized that these leaps are too significant to be confined to just one generation. “The quantum leaps in technology in the Neue Klasse are so big that if we don’t integrate this technology in the current portfolio, it will feel like an old portfolio. With the Neue Klasse, we’ve made so much progress it’s like we skipped a model generation, so we have to do it across the range,” he added.

Not Your Usual Facelifts

One of the biggest changes will be to BMW’s upcoming facelifted models. Ordinarily, the tech updates in a refreshed model are relatively minor, with the focus instead being on refining the aesthetics. However, Reichelt confirmed that its next generation of updated models will be much more complex than a traditional facelift.

“Traditionally we’ve had one mid-life update in a product cycle of seven to nine years, mostly design but a bit digital [too],” he said. “Today, every year we’re updating the digital side, so it’s really important to get that into the car. We won’t change the body structure [of existing models], but we will integrate the most relevant aspects of Neue Klasse: the design language, Panoramic iDrive, ADAS, all the digital things.”

Xiaomi’s rise to become one of China’s most popular car brands has been meteoric, due in large part to it already being a massive and hugely popular consumer electronics brand. Their SU7 sedan and YU7 SUV have already been proven to be very competitive, albeit with a few teething issues. Even so, Xiaomi’s leadership has been open about one thing in particular: the importance of learning directly from rivals like Tesla.

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

While recently speaking at an event in China, Xiaomi chief executive Lei Jun shared that earlier this year, the company purchased three Tesla Model Ys and proceeded to disassemble them and study every single component. It’s safe to assume Xiaomi likely carried out a similar exercise with the Model 3 when developing its first car, the SU7.

Borrowing From a Playbook

To be fair, this is hardly a unique approach to Xiaomi. Across the auto industry and beyond, tearing down competitors’ products is a long-standing method of benchmarking. Electronics firms routinely dissect smartphones and processors, while carmakers buy rivals’ vehicles, dismantle them to the last nut and bolt, and scrutinize everything from materials and software to production techniques.

Even Ferrari has been drawn into similar speculation after a Xiaomi SU7 was recently spotted leaving the marque’s Maranello headquarters, prompting suggestions it could have been benchmarked against the brand’s first dedicated electric model.

Learning by Taking Apart

“We bought 3 Model Ys at the start of this year, disassembling the parts one by one, and studied every component, one at a time,” Lei told the crowd, according to Business Insider.

Throughout the presentation at the Beijing National Convention Center, Jun was complimentary of the Tesla Model Y, and showed a side-by-side comparison of the Tesla and the new YU7. Unlike many other industry CEOs, Xiaomi’s boss isn’t claiming that its latest model will wipe the floor with Elon Musk’s best-seller.

During the event, Lei told attendees, “if you don’t choose YU7, you can consider Model Y. I’m not criticizing the Model Y,” he added. “The Model Y is a very, very outstanding car.”

Too Much Demand, Not Enough Supply

Just last month, Lei took to social media to encourage those in the market for a new EV to look beyond Xiaomi and the YU7 as the technology giant wrestles with a massive backlog of orders. Indeed, within 18 hours of the YU7’s launch, Xiaomi had received roughly 240,000 orders, and some shoppers have been told they’ll need to wait over a year to take delivery.

Faced with this backlog, Lei took to social media to encourage shoppers to consider alternatives rather than sit idle in the queue. Among his suggestions were the Xpeng G7, Li Auto i8, and, once again, Tesla’s Model Y.

This week marks the end of the federal EV tax credit. The shift is expected to ripple through buyers’ wallets and dealership balance sheets alike. Yet for many dealers, the financial squeeze started weeks earlier, thanks to delays in the IRS’s approval process that have slowed reimbursements, leading some to go as far as holding cars until the money came through.

Read: Dealers’ Paperwork Errors Are Costing Buyers Their EV Tax Credits With The IRS

The vast majority of used and new EV buyers who are eligible for the credit receive it as an upfront rebate at the point of sale. Typically, car dealerships themselves hand over this money after receiving online approval from the IRS. It’s then the IRS’s job to repay dealers.

Bottleneck in the System

Speaking with CNBC, several dealers say that before this month, this process usually only took a few days. Now, many dealers have been left in the lurch for upwards of two weeks and haven’t been paid back by the IRS. For dealers selling dozens of EVs with the tax credit, this quickly adds up.

According to the founder of Green Wave Electric Vehicles in New Hampshire, Jesse Lore, the dealer is out about $100,000 after paying the credit at the point of sale, but has not yet been reimbursed by the IRS. Lore added that roughly a dozen applications submitted to the IRS since September 15 were still listed as pending.

“I know for a fact there are dealers saying, ‘We’re not doing it anymore. We’re not getting paid,” Lore told CNBC. “Others are saying [to consumers], ‘We’re holding the cars, and you can’t drive the car home until we get paid in full.’”

The co-owner of AutoTurst USA in Florida, Gary Pretzfeld, added that he has paid out between $80,000 and $90,000 in rebates and is still waiting to be paid by the IRS. A spokesperson for the National Automobile Dealers Association said it is aware of the delays.

“Anecdotally, we have heard some dealers report that recent submissions have been placed in pending status since last week,” the spokesperson said. “NADA has been and continues to work with the IRS and the Department of Treasury regarding the portal and they have been cooperative.”

Unanswered Questions

What’s causing the slowdown remains unclear. Some dealers chalk it up to the IRS drowning in paperwork, citing thinner staffing and a surge in EV sales. Others, however, lean toward a more conspiratorial view, suspecting the slowdown might be a deliberate tactic by the Trump administration to put a dent in EV sales.

An official from the White House says that all valid EV tax credits that are applied for before the September 30 end date will be granted and paid. But, until this happens, many dealers will be living with some serious anxiety.

Overseas buyers of Chinese electric cars may soon see tighter oversight of how these vehicles reach foreign markets. On Friday, Beijing confirmed it will introduce export controls on pure electric passenger cars, a move said to be driven by concerns at home over intense price competition and by global complaints abroad about a surge of cheap cars.

The government also wants stricter rules to guarantee proper after-sales support, meaning exporters will face greater scrutiny in the coming months and years.

The new licensing rules are scheduled to begin on January 1, 2026. From that date, the Commerce Ministry has confirmed that automakers and other authorized companies will need to apply for export licenses, much like the system already in place for hybrid and combustion-powered vehicles built in China and sold abroad. Officials are said to have grown increasingly frustrated with unauthorized exports sending cars overseas without the necessary after-sales support.

Read: Locked Out Of The US, Chinese Carmakers Are Taking Over The Middle East, Latin America, Africa And Asia

As reported by CBT News, poor service and missing support networks can leave customers stranded and undermine a brand’s reputation. The situation has also intensified price battles in several foreign markets, creating instability for local manufacturers.

According to the director of policy research at the China Automotive Technology Research Center Wu Songquan, it’s important for Chinese car brands to follow the lead of legacy carmakers and to standardize export processes and boost quality. It’s hoped this will build more long-term trust in vehicles exported from China elsewhere.

Exporting Powerhouse

The timing of these new measures is no accident. The move comes shortly after China officially established itself as the world’s largest car exporter, even surpassing Japan. And its growth shows no signs of stopping, as noted by the South China Morning Post.

The secretary general of the China Passenger Car Association, Cui Dongshu, believes that within five years the country could be exporting as many as 10 million vehicles to overseas markets annually. In China itself, local brands could be selling 30 million vehicles per year thanks to the nation’s huge population.

Massive Room To Grow

“There is still vast potential for market expansion in China’s less developed regions, such as mid-western districts and rural areas, where car ownership levels could gradually surpass those in metropolises like Beijing and Shanghai,” Cui noted.

For perspective, China currently has about one car per 1,000 people, a figure that underscores just how much space remains for growth. The contrast is stark when compared with Europe, where in 2020 there were 641 vehicles per 1,000 people, or the United States, where the number has been as high as 860.

Anyone shopping for an affordable new car in the United States might do a double take at Mazda’s latest announcement in China. The EZ-60, a midsize SUV offered with both pure electric and range-extended hybrid power, is priced at a level that makes it look like a bargain compared to even an entry-level Nissan Versa.

Announced earlier this year, the EZ-60 has been brought to life through Mazda’s joint venture partnership with Changan and will be sold overseas, where it will wear the CX-6e badge. In China, the Japanese automaker has confirmed it will have a starting price of just 119,900 yuan, or the equivalent of just $16,800, for the Base range-extender model.

Read: Mazda’s New Pure Electric SUV Has Spilled Its Secrets

Buyers wanting more can opt for the range-extended model in Pro and Max guise, starting at 129,900 yuan ($18,200) and 138,900 yuan ($19,500) respectively. Power comes from a 1.5-liter naturally aspirated four-cylinder that works solely as a generator to feed the 31.7 kWh battery, which in turn powers a rear-mounted electric motor rated at 255 hp.

The all-electric lineup mirrors the same three trims. Pricing starts at 139,900 yuan ($19,600) for the Base EV, stepping up to 149,900 yuan ($21,000) for the Pro and topping out at 160,900 yuan ($22,600) for the Max.

EV Tech

Like the hybrid-assisted version, the pure EV uses a 255 hp motor driving the rear axle. Instead of a gasoline generator, it carries a 77.94 kWh lithium-iron phosphate battery pack that, according to Mazda, can deliver up to 600 km (373 miles) of range under the CLTC cycle.

While the exterior of the EZ-60 share some design cues with other Mazda models, the interior is unlike any of the brand’s cars sold in the West and sports a huge 26.5-inch 5K display doubling as the central infotainment screen, as well as a display for the passenger. There’s also a 100-inch augmented reality head-up display and cameras instead of traditional wing mirrors.

More: Mazda EZ-6 Electric Sedan With 808-Mile Range Extender Starts At $19,600 In China

Mazda has confirmed the EZ-60 will be exported to select global markets, including Europe where it will carry the CX-6e nameplate. Buyers in the United States, however, will have to admire it from afar, as there are no plans to offer it stateside. The SUV is Mazda’s second EV to be offered in China following the EZ-6 mid-size sedan launched late last year.

Venturing into Australia’s crowded pickup truck segment was a brave decision by BYD. Not only is the automaker a relatively new entrant into the local market, but established players like the Toyota Hilux, Ford Ranger, Mitsubishi Triton, and Isuzu D-Max have dominated this segment over the past decade. Even so, the gamble makes sense. Utes are big business in Australia, with three of the nation’s ten best-selling vehicles being pickups, including Ford’s chart-topping Ranger.

What’s more, all of these rivals are fairly traditional, offering tried-and-tested diesel powertrains that have proven to be well-rounded and reliable, making them ideal options for workers, businesses and, in recent years, many families as well. Not only does the Shark 6 come from a relatively young brand, but it’s also one of just three plug-in hybrid trucks sold locally.

Despite facing tough competition, it’s already proven to be a hit. Through the first seven months of this year, no fewer than 11,657 examples had been sold Down Under, edging out the all-new Triton, the facelifted Mazda BT-50, the Nissan Navara, and the VW Amarok. The only rivals to outsell the Shark 6 were the Isuzu D-Max, Toyota Hilux, and Ford Ranger.

Why has BYD’s latest plug-in hybrid been such a success? As we recently discovered, it sets new standards for on-road driving prowess, is priced sharply, and has plenty more going for it. It might just be the best option for pickup buyers who will spend most of their time driving on the road.

QUICK FACTS

*Manufacturer

Photos Brad Anderson/Carscoops

What Is It?

In Australia, the BYD Shark 6 is sold in a single configuration, priced from AU$57,900 ($38,300) excluding on-road costs. That allows it to undercut the entry-level GWM Alpha Lux PHEV by AU$2,090 ($1,380), and the Cannon Alpha Ultra PHEV that we recently tested by AU$9,090 ($6,000). It’s also far cheaper than the Ford Ranger PHEV, which starts from an eye-watering AU$71,990 ($47,600) and tops out at AU$86,990 ($57,600).

Read: Toyota’s Next Hilux Rumored To Break Cover In November

So, what do you get for your money? For starters, it utilizes a 1.5-liter turbocharged four-cylinder that delivers 181 hp (135 kW) and 260 Nm (192 lb-ft) of torque. These figures alone aren’t very impressive. However, providing supplemental power is two electric motors. All up, the Shark 6 delivers 430 hp (321 kW) and 479 lb-ft (650 Nm). That’s some serious grunt, outgunning even the Ranger Raptor with its 392 hp (292 kW) and 583 Nm (430 lb-ft).

Much like the Cannon Alpha PHEV, the Shark 6 has a sizeable battery pack, listed at 29.58 kWh. That’s enough to give it more than 100 km (62 miles) of electric-only driving range, which is not to be scoffed at.

Other important figures for the Shark 6 are a payload capacity of 790 kg (1,741 lbs) and a braked towing capacity of 2,500 kg (5,511 lbs). Those figures are down on more traditional diesel rivals, most of which offer up 3,500 kg (7,716 lbs) of towing. However, BYD is working on an uprated Shark 6 that’ll also be capable of towing 3.5 tonnes, but won’t launch until 2026 at the earliest.

A Class-Leading Cabin

The features and quality of the Shark 6’s cabin are far beyond any other vehicle in this segment (although we’ve yet to test the Kia Tasman). Indeed, it pushes the standard so far forward that legacy rivals had better up their game for future models if they want to have any hope of competing.

No doubt the highlight of the cabin is the massive 15.6-inch infotainment screen, which, as in other BYD models, can sit in either landscape or portrait modes. The display is exceptionally responsive, the menus are easy to understand, and it is packed with fun and valuable features. It also includes wireless Apple CarPlay and Android Auto.

Photos Brad Anderson/Carscoops

While the infotainment system is great, it may come as a shock to traditional pickup truck buyers and requires a steep learning curve.

There’s much more to like about the Shark 6’s interior. Oftentimes, trucks in this segment are dominated by hard and cheap black plastics, but that’s not the case here. Soft-touch leather adorns the dashboard, transmission tunnel, and steering wheel, giving the Shark 6 a premium feel. Indeed, it feels more like a high-end, rugged SUV than a pickup.

Review: 2025 Ford Ranger Raptor Is A Pickup That’s Great Fun To Drive

Perhaps my favorite element of the cabin was the center console area that includes a chunky shifter and some flamboyant toggles serving as the engine Start/Stop button, hazard lights, and to switch between electric and hybrid modes. BYD could have used the same buttons found elsewhere in its range, but went with something a little different for the Shark 6 and should be applauded for that. The red accents are also a nice touch, as are the scroll wheels found on the steering wheel and the extra storage space on the dash, directly opposite the passenger. A powerful 50W wireless phone charger is another welcome addition.

Photos Brad Anderson/Carscoops

The front seats are also surprisingly supportive, offering both heated and cooled functions. Perhaps the only thing missing is a heated steering wheel, which the GWM Cannon we recently tested had. There’s also plenty of space in the second row, aided by the fact that there is a completely flat floor.

Like many other new cars, most of the climate control settings are housed solely within the infotainment display, except for the separate on/off and windscreen defrost buttons located on the center console. This means you’ll be using the screen every time you want to adjust the fan speed or temperature.

A Great Hybrid

The interior isn’t the only thing that makes the Shark 6 stand out from most of its rivals. It is also a far smoother daily driver than any other pickup in its segment.

While the relatively archaic diesel engines of the competition are generally quite reliable, making them great for towing, long journeys, and off-roading, they come with the downside of being noisy and feeling unrefined. The Shark 6 is very different. During normal driving duties, it feels mostly like an EV. While accelerating gently and cruising, the BYD primarily runs solely on electric power, so it’s whisper-quiet. Only once you step on the throttle and accelerate to around 60 km/h (37 mph) does the 1.5-liter engine actually fire into life. Importantly, when it does kick in, it does so smoothly and with very little noise.

Photos Brad Anderson/Carscoops

It’s a far more refined plug-in hybrid system than the one in the GWM Cannon Alpha Ultra I tested a few weeks ago. Perhaps this shouldn’t come as a surprise as BYD produces and sells more plug-in hybrids than any other carmaker in the world and seems to have perfected the formula.

Review: 2025 Mitsubishi Triton GSR Stands Out In A Crowded Pickup Market

Beyond being smooth, the powertrain gives the Shark 6 heaps of grunt. BYD says it can hit 100 km/h (62 mph) in just 5.7 seconds, and I was able to match that time comfortably. This means it’s quicker than the Ranger Raptor, which is no small feat. However, it doesn’t provide the same twin-turbo theater of the Raptor, so it’s not as thrilling.

Additionally, the Shark 6 suffers from some annoying rev hang and will keep on accelerating for about a second after you lift off the throttle. It’s an unwanted trait that BYD should have ironed out before starting production.

The fitment of coil springs at all four corners, rather than leaf springs at the rear like many other trucks, also ensures the BYD rides very well. This would make it an excellent daily driver, free from some of the harsh rides found in certain competitors. Brake regeneration comes as standard and offers two different settings. Unfortunately, neither of these settings offers as much brake regen as I would have liked.

One neat feature of the hybrid system is the ability to set a desired charge level for the battery, allowing the engine to kick in more often to slowly charge the battery. However, it does take quite some time to charge. After setting my desired battery level to 70% after starting with 32%, it took over an hour of driving before the battery was topped up to 60%. Obviously, driving in this way also increases fuel consumption.

Buyers wanting to get the most out of the plug-in hybrid system should obviously make the most of it and actually plug it in at home. I didn’t have the luxury of doing this, but despite driving the Shark 6 for a week, the onboard systems always ensured there was at least a little bit of juice in the battery.

Read: Bare-Bones Mazda BT-50 Grows Stronger And More Capable

Fuel consumption is not as good as I was expecting. BYD quotes 2.0 l/100 km (117 US mpg) when the battery is charged between 25-100 percent, or 7.9 l/100 km (29.7 US mpg) if the battery is under 25 percent. I averaged 9.5 l/100 km (24.7 US mpg) during my time with it, which isn’t any better than a rival diesel pickup. However, considering the level of performance on offer, this is a trade-off that most buyers will likely be willing to accept.

I did not have the opportunity to test out the off-road capabilities of the Shark 6. However, it does not have any locking differentials, nor is there any low-range gearing like the GWM Cannon Alpha PHEV. As such, it will not be as capable on off-road trails as some of its rivals, meaning serious off-road enthusiasts should probably look elsewhere.

Verdict

The BYD Shark 6 has a lot of hype behind it, and it’s easy to see why. It looks quite nice, unlike the new Kia Tasman, and has a better cabin than all of the competition.

BYD has also done a good job of calibrating the plug-in hybrid powertrain, and with the exception of the rev hang issue, it’s mostly faultless, ensuring that the Shark 6 feels right at home in town or when driven on the highway. Of all the vehicles in its segment, it’s perhaps the best to live with, so it should be seriously considered by anyone looking for a mid-size pickup in one of the countries where it is sold. Sadly, the US will never be one of them.

Photos Brad Anderson/Carscoops

The second-generation BMW iX3 arrives not just as a sharper, more capable successor to the original, but also as the first model in the Neue Klasse lineup, the range that will shape the brand’s direction for the next decade. At the heart of this shift is software. Munich stresses that the digital backbone of these cars will be central to their evolution, with the iX3 designed to receive up to three major updates every year.

BMW positions the Neue Klasse as a major technological leap, thanks in part to what it refers to as the “Heart of Joy”, a high-performance control unit that all future models will use. It works alongside the company’s proprietary Dynamic Performance Control software and controls all driving-related processes within milliseconds, including control of the wheels and the steering.

Read: BMW Is Cranking Out Cars “Like Pretzels” And Says Even China Can’t Keep Up

According to Munich, this technology delivers more than just numbers on a spec sheet. Christoph Grote, BMW’s senior vice president of electronics and software, told Automobilwoche that the iX3 feels light, precise, and even playful on the road.

“I hardly know a BMW driver who has gotten out of the New Class iX3 after a few laps on the handling course without a broad smile on their face,” he said. “It’s difficult to put into words. You have to experience it. The car handles very easily, almost playfully, and with unprecedented precision.”

Always Evolving

But BMW also points to long-term potential. Every electronic system in the Neue Klasse is designed to be updated over the air, ensuring the iX3 will gain new capabilities long after it leaves the factory. The same will apply to all of its future Neue Klasse models.

“Most competitors can only update the infotainment system, but we can update the entire car – all control units, the drive system, charging, ADAS… This is an essential capability for the Software Defined Vehicle,” Grote said.

“Compared to our current production vehicles, the software volume in the New Class vehicles is roughly quadrupled. So it’s great that we already have so much experience with over-the-air updates, and that in the future, the update installation in a BMW will also be completed in approximately 20 minutes – across all drive types.”

BMW’s next-generation electronic systems are slated to reach 40 models by the end of 2027, all of them benefiting from frequent updates.

“On the functional side, we’re constantly evolving for our customers. We plan to release three updates per year, which will also bring tangible, new features to customers,” Grote said when speaking about the iX3. “This allows us to keep the vehicles looking fresh for a very long time without having to physically intervene on the car itself. Our customers will experience many exciting innovations in the New Class vehicles over the coming years.”

Photos Stefan Baldauf & Guido ten Brink

Vanderhall is best known for building a sporty three-wheeler, but it has just launched an all-new model and it’s unlike anything else we’ve seen from the brand. In fact, it doesn’t look like anything else on the market either. Named the Brawley GTS, this all-electric off-roader has been in development for several years, and customer deliveries have just begun in the United States.

Read: Vanderhall Carmel Autocycle Starts At $34,950, Does 0-60 In 4.5 Seconds

The Brawley was first previewed in 2021 and has since evolved into a production-ready trail toy that, unfortunately, cannot be driven on the road. It has some obvious Jeep Wrangler-inspired elements, most notably the front grille and the circular headlights. However, for the most part, it looks unique and is a compact two-door model that should make it perfect for tight trails and desert runs.

Power From Every Corner

Underneath, Vanderhall has equipped the Brawley GTS with a 40 kWh lithium-ion battery feeding four electric motors, one at each wheel. Combined output stands at 404 hp and 480 lb-ft of torque, figures that promise lively performance on loose surfaces. An earlier plan to offer a larger 60 kWh pack has quietly disappeared, leaving buyers with just the standard setup.

Given the small size of the available battery pack, as well as the power on offer, it’s hardly a surprise that the Brawley’s driving range isn’t particularly impressive. In fact, Vanderhall says it can travel just 140 miles (225 km) on a charge, so owners should be wary about venturing too far off the beaten path without access to a charger.

Despite its compact size, the off-roader offers seating for four and looks to be well-appointed, with plenty of leather found throughout the cabin. One of the coolest features is the large glass windows incorporated into the door panels.

The Vanderhall was initially announced with a $34,950 starting price, but that was almost four years ago. Shoppers who now want to pick up the keys to one will need to part ways with at least $49,950, yet another reminder that EV pricing rarely stands still for long, and almost never in the buyer’s favor.

More than 17,000 of Rivian’s all-electric delivery vans are under the watchful eye of the National Highway Traffic Safety Administration due to potential failures of the driver’s seat belt anchorage system. According to the agency, drivers could be left without any kind of functional restraint in the event of a crash, which obviously poses a significant safety risk.

The NHTSA’s Office of Defects Investigation has received six Vehicle Owner Questionnaires that state the seat belt anchorage system can fail. These questionnaires “describe multiple instances in which the seat belt steel braided cable frays, breaks and/or unravels, leaving the occupants unrestrained in the event of a collision.”

Read: Rivian Offers Owners Cash To Sign Away Their Legal Rights

It’s also noted that a frayed cable can weaken the seat belt load capacity. In the event of a collision, the NHTSA says a faulty seat belt system “presents an unreasonable risk to motor vehicle safety.”

A total of 17,198 examples of 2022 and 2023 model year Rivian EDVs will be investigated. The ODI says it will “focus on the integrity of the seat belt assembly, installation method, and potential design/manufacturing changes and deficiencies.” The investigation will also allow it to understand the frequency and severity of the alleged fault.

So far, the NHTSA is not aware of any injuries or fatalities caused by a failure of Rivian’s seat belt anchorage system.

The Rivian EDV is sold in three different wheelbase options and load capacities. It was initially built exclusively for Amazon after the retail giant placed an order for 100,000 vehicles, which will be delivered gradually until 2030. As of November 2023, the electric van has become available to other companies as well, where it is marketed as the ECV.

While there’s little doubt that Chinese car manufacturers and battery companies are pushing EV technologies to a new level, that doesn’t mean legacy brands aren’t also looking for how they, too, can make electric vehicles better. Stellantis is one of them and thanks to a partnership with Saft, a subsidiary of energy giant TotalEnergies, it’s unveiled a promising new tech.

Read: Stellantis Gives China’s Leapmotor A Way To Dodge Europe’s Painful EV Tariffs

This prototype, based on the Peugeot E-3008, has been fitted with a new kind of battery spawned from IBIS, the collaborative initiative launched by Stellantis six years ago. Unlike most EVs, it embeds the inverter and charger functionalities directly into the battery. It supports AC and DC charging while also supplying the vehicle’s 12-volt architecture and auxiliary systems.

Power With Less Weight

The claimed gains are significant. Stellantis reports a 10 percent improvement in energy efficiency compared with a conventional pack of the same size. Peak power rises from 201 hp (150 kW) to 231 hp (172 kW), while the system sheds 88 lbs (40 kg) and frees up 17 liters of space.

Charging performance also benefits, with times reduced by as much as 15 percent. On a standard 7 kW AC charger, for example, a full recharge drops from 7 hours to around 6.

Still On Trial

Although the figures are promising, development is still in its early stages. Testing of the IBIS system is expanding to include on-road trials, and if progress stays on track, Stellantis suggests the system could appear in production vehicles before the decade closes.

As chief engineering and technology officer Ned Curic explains, the thinking is straightforward. “This project reflects our belief that simplification is innovation. By rethinking and simplifying the electric powertrain architecture, we are making it lighter, more efficient, and more cost-effective. These are the kinds of innovations that help us deliver better, more affordable EVs to our customers.”

On July 1, Tesla launched its long-awaited robotaxi service in Austin, Texas, joining rival firms such as Waymo and Zoox. It was declared a triumph for Elon Musk by many, serving as the first step in a robotaxi rollout that’s expected to cover large parts of the United States. However, new information has revealed that the FSD-equipped Model Ys roaming the streets of Austin have already been involved in several accidents.

Recent data uncovered by Forbes lists no fewer than three accidents dated July 1. Although it was first assumed they all took place that day, it now appears the incidents happened at various points throughout the same month. Many of the specifics have been redacted by Tesla on the grounds of protecting proprietary information, though some basic details have been disclosed.

Early Crashes Logged

The first accident is listed as having occurred at 3:45 a.m. on an unspecified date in July. Tesla’s description says the Model Y “was stopped (while going straight) and damaged on the rear-right by an SUV front right. Police were called.” The second crash is listed at 12:20 p.m. and says “Tesla hit a stationary object with front-right at 8mph. Minor injuries, no hospital. Police called. Tesla was towed away.”

Read: Tesla’s California Robotaxis Are More Taxi Than Robot

In the third accident, which occurred at 3:15 p.m., “Tesla rear-right contacted front-right of an SUV while Tesla was making right turn, going 2 mph. No police.”

Robotaxi Hurdles

At least one other accident is believed to have occurred in July, but was not reported. Forbes notes that video footage showed one of the robotaxis tires hit the front side of a parked car in a parking lot. It’s unclear why this crash wasn’t listed, but it may have been because it occurred on private property or because the damage was limited to tire marks.

It’s unclear how many miles the cars being used in Tesla’s Austin robotaxi service have racked up, but at the end of July, Elon Musk said they had logged roughly 7,000 miles of testing. To put that into perspective, Waymo’s autonomous vehicles have covered more than 96 million miles since they were introduced several years ago.

Safety figures underline the gap as well. ArsTechnica reports that in Waymo’s first 50 million miles, the company recorded 60 serious accidents that either deployed airbags or caused injuries. Tesla’s record in Austin, while still in its infancy, shows just how steep the learning curve may prove to be.