The Lucid Air may already be known as one of the most advanced electric cars on the road, boasting the longest range of any EV sold in the United States, but the brand itself is still fighting an uphill financial battle. Each vehicle sold continues to come at a steep loss, so its recent tie-up with Uber, along with efforts to lure drivers away from rival brands, could prove critical to securing a stable future.

Read: Lucid’s Next EV Isn’t A Sedan, It’s An Affordable Off-Roader Made In Saudi Arabia

Through its tie-up with Uber, Lucid will receive $300 million in investments, making Uber its second-largest shareholder after the Saudi Public Investment Fund. Uber will purchase 20,000 Gravity SUVs from Lucid and use them as part of an expansive robotaxi fleet that’ll be introduced across the States starting next year.

Big Backer, Big Bet

This deal could not have come at a more crucial time for Lucid. Following the Trump administration’s decision to axe the EV tax credit and eliminate fines for carmakers who don’t comply with emissions regulations, electric vehicle manufacturers face the prospect of falling sales. Even so, Lucid chief executive Marc Winteroff is confident the Uber deal will serve as the start of an important new era for the brand.

“The largest ride-hailing business in the world does a strategic deal and invests,” Winteroff said. “It tells you something… 20,000 is a starting point. The sky’s the limit.”

Lucid is also thinking of innovative ways to make the most of its Uber deal. According to the firm’s leader, it will sell vehicles to fleet managers on the Uber platform, and wants to source revenue from charging on a per-mile basis. Winteroff added that the removal of the tax credit is “a big number of pure profit that we know have to live without,” so it’s understandable why the firm wants to make the most out of the Uber deal.

Taking Aim at Tesla

During the same interview, Winteroff moved beyond the Uber deal and took a thinly veiled swipe at Elon Musk’s company. He said Lucid has noticed a rising number of Tesla owners making the switch, pointing to the brand’s aging lineup and Musk’s political involvement, which has turned off many buyers.

“We have seen an uptick, that’s definitely the case, in Europe and also here in the US,” Lucid’s CEO revealed. “The Model S, nothing has changed in 12 years now… [customers] are actively looking for other options.” However, Lucid has a long way to go before it can truly threaten Tesla when it comes to sales numbers.

Key to Lucid’s future plans is a mid-size SUV. This new model will start at under $50,000 and may be named the Earth. It will take styling cues from the brand’s existing models, and its production is scheduled to start by the end of 2026. It will also spawn a rugged version inspired by the recent Gravity X Concept and be followed up by an additional model, set to launch in 2028.

Hyundai sales surged to record heights in the US last month, thanks in part to a significant increase in demand for its EVs and a few of its SUV and sedan models. And, despite the removal of the federal EV tax credit at the end of September, the Korean carmaker appears confident it can keep the momentum going through the rest of the year and into 2026.

Read: The EV Price War Just Got Real And Hyundai Fired First

In September, Hyundai sold a total of 71,003 vehicles in the US market, a 14 percent increase over the 62,491 sold the same month last year. In addition, Hyundai’s Q3 sales were up 11 percent to 678,349 units compared to the 610,494 sold through the first three quarters of 2024.

EVs Leading the Charge

Several models contributed to the surge in demand last month. The all-electric Ioniq 5 stood out, with sales soaring 152 percent from 3,336 units to 8,408. While many automakers saw a final bump in EV sales before the federal tax credit expired, Hyundai has moved quickly to soften the impact.

The company is now offering a $7,500 cash incentive on 2025 models, along with price cuts of up to $9,800 on 2026 Ioniq 5s. Year-to-date, sales of the Ioniq 5 have climbed 36 percent, from 30,318 units to 41,091.

Hyundai US Sales 2025

Elsewhere, sales of the Ioniq 6 have jumped 36 percent, although it remains a small blip in terms of Hyundai’s overall sales, with just 814 sold in September and 9,132 sold this year. The large, three-row Ioniq 9 sold 4,177 examples.

Demand for the small Venue also soared by 77 percent last month, with 2,836 finding new homes across the country. Hyundai reported a 28 percent rise in Santa Fe sales to 10,114 units. In September, sales of the Elantra increased by 23 percent.

There are some outliers in what has been a very good year for Hyundai. For example, year-to-date sales of the Sonata are down 5 percent to 45,914, Santa Cruz has fallen 18 percent to 20,633, and the Kona is down 11 percent to 57,278.

What could be our first look at Tesla’s long-rumored entry-level Model Y has surfaced online, sparking plenty of debate about whether it’s the real deal. If it is, then the newcomer appears to take a seriously pared-back approach compared to the Model Y we know today, stripped of many features that define its higher-priced counterparts.

The open question is whether such a cut-down version would help Tesla boost sales across the US and other key markets, or if it risks being seen as too compromised to win over buyers. Of course, much of the answer will hinge on pricing, especially compared with the current base Model Y Long Range Rear-Wheel Drive, which starts at $44,490 in the States now that the $7,500 tax credit has disappeared.

Simpler Looks

The image comes from TheTeslaNewswire on X, which claims the shot briefly appeared on Tesla’s website before disappearing. In the photo, the the new base Model Y ditches the full-width LED light bar fitted to current crossover and instead wears a pair of narrow headlights that resemble those on the refreshed Model 3. The front bumper has been pared back too, losing its usual air curtains and settling for a plainer black grille along the lower edge.

Read: Tesla’s Budget Model Y Is So Stripped Down It’s Begging For Tips

This entry version, apparently set to carry the Model Y Standard badge, rides on 18-inch wheels with black plastic aero covers. The effect is about as minimal as Tesla has ever gone on its mainstream models.

A No-Frills Cabin

Several changes are also being reported, although official images have yet to appear. The same account that dug through the website’s source code suggests the panoramic glass roof, standard on all current Tesla passenger models, will be dropped in favor of a solid roof, with textile trim pieces added in its place.

A manually adjustable steering wheel will also be part of the package. In the back, the second-row touchscreen has been dropped, replaced with manual air vents. Tesla has removed the HEPA filter as well, a change that lines up with reports from a well-known hacker who mentioned similar cuts last month.

Extract 1:

Model Y Standard","Bring Everyone and Everything","Unparalleled Efficiency","Have More Fun","Virtually Low Maintenance","Built for Safety"],"card_description":[" ","For anybody and every drive.","Load up your friends and family with seating up to five and bring all…

— The Tesla Newswire (@TeslaNewswire) October 1, 2025

An extract from Tesla’s website describing the new model was also shared on X by the same account. it says Tesla describes the model as providing “unparalleled efficiency” and having “virtually low maintenance,” which we suspect should say ‘virtually no maintenance.’ Tesla also notes that it doesn’t require “oil changes, tunes ups or smoke checks,” and that all owners will need to do is “refill the washer fluid and rotate your tires.”

When Cheap Isn’t That Cheap

Then there’s the all-important price. Apparently, the Model Y Standard will start at a claimed $39,990 in the United States. That’s only $5,000 less than the current base Model Y Long Range Rear-Wheel Drive, which doesn’t sound like a good deal, particularly given all the features the Standard version is lacking. Even more so if you consider that just days ago, before the federal EV tax credit was scrapped, buyers could pick up the Long Range RWD for as little as $37,490.

🔥🔥 More affordable Tesla Model Y Standard leaked on the website!

✅ Called Model Y Standard
✅ $39,990 starting price
✅ Redesigned front fascia
✅ Single-part headlights
✅ Front bumper camera
✅ No front light bar
✅ No glass roof (“closed glass roof”)
✅ New 18” Aperture… pic.twitter.com/eGm4QnMxJm

— The Tesla Newswire (@TeslaNewswire) October 1, 2025

While most agree that the facelifted Model 3 that was unveiled two years ago is an improvement over the model it replaced, there’s one aspect that many dislike about the new model: the absence of a turn signal stalk. For some unexplained reason, Tesla decided to move the signals to the steering wheel. Others, like Ferrari, have done the same, but Elon Musk’s products are targeting a much wider audience.

Read: Tesla Quietly Brings Back Turn Signal Stalks To Model 3 After Years Of Complaints

However, much to our surprise, traditional stalks are making a comeback, but so far only on Asian-delivered Model 3s in three specific markets. This week, Tesla previewed an updated Model 3 that will be sold in Japan, South Korea, and Taiwan. In its promotional material, the brand revealed that the tweaked Model 3 includes a stalk for the turn signal positioned on the steering column, just as it should be.

A Quiet Reversal

The reappearance of the stalk isn’t entirely new. Beyond keeping them on the refreshed Model Y, Tesla also quietly brought it back for the Chinese-market Model 3 in August, even offering retrofits for older cars at 2,499 yuan, or about $350. This rollout now extends to three more countries, suggesting Tesla has fully reintroduced the hardware into its production line.

In addition to reintroducing a stalk for the Model 3 in Asia, the company has fitted a front-facing camera on the bumper. It’s a feature Tesla fans have been requesting for years, and it should make squeezing into tight spaces noticeably less stressful.

What About The US?

Despite those changes in cars sold in Asia, Tesla has yet to confirm if it will make the same small additions to American ones, but we think it’d be weird not to. Evidently, it has found suppliers for these parts and has all the tooling to install them, so it’ll simply be a matter of adding them to US-built cars.

🔥 Tesla has launched an updated Model 3 in select Asian countries, featuring:

✅ Front bumper camera
✅ Turn signal stalk
✅ No front logo

Available in:
🇯🇵 Japan
🇰🇷 South Korea
🇹🇼 Taiwan https://t.co/0B0coCN0pc pic.twitter.com/xQJmgMZlbV

— The Tesla Newswire (@TeslaNewswire) October 1, 2025

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