Mahindra BE6 Formula E Edition debuts with extensive styling updates.
Redesign adds new bumpers, lights, cladding, and revised skid plates.
Formula E-themed cabin adds flair but no performance or chassis gains.
Mahindra has rolled out a fresh take on its BE6 electric SUV, arriving a year after the model’s debut in India. This new BE6 Formula E Edition celebrates the brand’s ongoing presence in the FIA Formula E championship, carrying a range of design tweaks.
When most carmakers release a special edition, the updates stop at paint colors, wheels, or graphics. Mahindra went a step further, reshaping parts of the body to make the BE6 Formula E Edition stand out for more than its decals.
What Sets It Apart?
The BE6 Formula E Edition features a distinct front bumper framed by round LED headlights and sharply contoured detailing. A new skid plate and a generous spread of dark liquid metal cladding make it look more like a dune-conquering rally car than a formula-inspired build.
The rear bumper has also been redesigned, joined by a double spoiler. Furthermore, the vertical LEDs have been blocked for a cleaner look.
The SUV sits on new 20-inch alloy wheels, though Mahindra also offers the familiar 19-inch set from the standard BE6. Along the profile, the glass roof and pillars wear racing-inspired graphics that contrast neatly with the four body colors on offer: Everest White, Firestorm Orange, Tango Red, and Stealth Black
The fully electric SUV has also gained Formula E badges on the front fenders and special branding on the windshield. The cabin combines black upholstery with Firestorm Orange inserts, FIA-branded seat belts and plaque, the Formula E logo on the dashboard, and a custom startup animation.
Equipment is generous, with a standard digital cockpit, dual wireless charging, a Harman Kardon audio system, and an ADAS suite.
Performance And Range
The Formula E special doesn’t get any performance upgrades over the high-spec BE6. The rear-mounted electric motor produces 282 hp (210 kW / 286 PS) and 380 Nm (280.3 lb-ft) of torque, sending the SUV from 0 to 100 km/h (62 mph) in 6.7 seconds and on to a 202 km/h (126 mph) top speed. A 79 kWh battery provides an estimated 500 km (311 miles) of real-world range.
The top FE3 trim adds adaptive suspension as standard, making it the most sophisticated version yet.
Pricing
Mahindra prices the BE6 Formula E Edition from ₹23.69 lakh ($26,500) for the FE2 and ₹24.49 lakh ($27,400) for the fully equipped FE3. Unlike the limited-run Batman Edition, this one will be widely available, though still exclusive to India. Orders open on January 14, with first deliveries due by February 14, 2026.
For younger fans, Mahindra even plans a BE6 Formula E Ride-On toddler car, arriving in April 2026 for ₹18,000 ($200).
Mahindra has competed in Formula E since the series began in 2014, claiming five victories and 29 podiums to date. While a championship title remains elusive, the team’s consistency has secured its place on the grid for the next era of the sport, continuing into the GEN4 generation for the 2026–2027 season
MEVCO’s Rivian R1T trucks will be auctioned in Australia after bankruptcy.
Some models were modified for mining, adding bull bars and extra gear.
Left-hand-drive Rivians can’t be legally registered for Australian roads.
Australia has long been a stronghold for pickup trucks, but Rivian’s all-electric lineup remains out of reach for local buyers. For now, at least. Without any right-hand-drive models in its range, the American EV maker hasn’t officially broken into the Australian market.
That could shift in a roundabout fashion, courtesy of a batch of Rivian R1T trucks that ended up stranded Down Under. They might soon be offered to the public. Just one small hitch; you can’t legally drive them on the road, which tends to put a dent in the whole ownership experience.
How Did They Get Here?
So, how did a bunch of Rivianland in Australia in the first place? The short answer is MEVCO, a Perth-based startup launched in 2022 with plans to supply fully electric light commercial vehicles to the mining sector.
The company purchased 13 Rivian R1Ts in 2024 for local trials, alongside three electric Toyota Hilux utes converted by SEA Electric. But MEVCO’s ambitions didn’t last. After struggling to raise funds and drowning in debt, the company collapsed into administration in September 2025.
As part of the liquidation, the entire fleet is now heading to auction. The Rivians will be sold through Grays Auctions in Western Australia, giving local EV enthusiasts a rare chance to pick up one of the U.S.-built trucks, if they can live with some serious restrictions.
Can You Actually Use One?
MEVCO via Drive.com.au
Under Australian law, left-hand-drive vehicles can only be registered for road use if they’re over 30 years old. There are limited exemptions for rare imports, but as these Rivians are mass-produced, they likely won’t qualify.
That means buyers will be confined to using them on private property, think farms, mine sites, remote tracks, or driveways outside the public road network.
Technically, converting them to right-hand drive could make them street legal, but that’s not a cheap process.
As reported by Australian outlet Drive.com.au, which broke the story, the Rivians will go under the hammer in Western Australia through Grays Auctions.
The Rivians in MEVCO’s fleet are second-generation models equipped with dual electric motors, with several adapted for use in Australian mining operations.
Press photos show a range of added gear, including a bull bar, sports bar, Kevlar underbody protection, wiring harnesses for auxiliary equipment, and a custom sliding drawer mounted behind the cabin.
Michael Fernandes, State Operations Manager for Grays Auctions in WA, told Drive.com.au, “We’re currently working closely with the administrator and completing our legal and compliance due diligence to ensure that when these vehicles hit the open market, ownership will pass to buyers as smoothly as these vehicles drive.”
He added that more details about the auction sale would be made available once the formal process allows.
Sierra returns to India with a design flair worthy of a Land Rover.
Production model keeps the concept’s styling and tech-filled cab
Launches with gas and diesel engines, with EV and hybrid to follow.
Tata has re-entered the Indian SUV segment with the comeback of the Sierra, reviving a nameplate that has been absent for more than two decades. The reborn Sierra arrives with near concept-car styling, modern technology, and a price tag that feels shockingly affordable for what it offers.
The new Sierra first appeared as a concept in 2023, and the production version remains remarkably faithful to that design. Its squared-off silhouette and rugged stance lend it Land Rover vibes, a detail made all the more interesting given Tata’s ownership of JLR.
Premium Looks
The strong B-pillar and wraparound rear glass nod to the original three-door Sierra of 1991, which stayed in production until 2003. Those retro cues meet contemporary details like glossy black cladding, aluminum-effect skid plates, sculpted rear haunches, and an upright tail capped with full-width LEDs.
Base models sit on 17-inch steel wheels, while top trims roll on 19-inch alloys with a more polished look. The overall design wouldn’t feel out of place alongside a modern-day Freelander or even a compact Defender.
Tata has also given us a glimpse of the upcoming Sierra EV that stands out thanks to a Tesla-like full-width LED bar and a grille-less look for the redesigned front bumper.
The Sierra measures 4,340 mm in length, 1,841 mm in width, and 1,715 mm in height, with a 2,730 mm wheelbase and 205 mm of ground clearance. That footprint plants it squarely among rivals such as the Hyundai Creta, Kia Seltos, Honda Elevate, Suzuki Grand Vitara / Victoris, Toyota Urban Cruiser Hyryder, Skoda Kushaq, and VW Taigun.
High-Tech Interior
Step inside and the Sierra greets you with a triple-screen setup: a 10.25-inch digital cluster, a 12.3-inch infotainment screen, and a matching 12.3-inch passenger display.
The options list runs deep, including a 12-speaker JBL system with a dashboard sound bar, ambient lighting, dual-zone climate control, wireless charging, ventilated seats, and what Tata calls the largest panoramic sunroof in its class.
Tata promises a roomy and comfortable five-seat cabin, finished with soft-touch materials and offering a 622-litre (22-cubic-foot) boot. The company has also placed strong emphasis on safety, even showcasing a crash test that recreated a vehicle-to-vehicle impact. Standard equipment includes six airbags and an ADAS suite with Level 2+ autonomous features.
Flexible Underpinnings
The Sierra rides on Tata’s new ARGOS platform (All-Terrain Ready, Omni-Energy, and Geometry Scalable architecture), designed to support multiple powertrain types.
At launch, the Sierra will be available with a naturally-aspirated 1.5-liter gasoline engine producing 105 hp (78 kW / 106 PS), a turbocharged 1.5-liter with 158 hp (118 kW / 160 PS), and a 1.5-liter turbodiesel with 116 hp (87 kW / 118 PS).
Transmission choices include a six-speed manual, a seven-speed dual-clutch, or a six-speed automatic. All versions are front-wheel drive for now, with selectable terrain modes, but all-wheel drive is planned. Later on, the lineup will expand to include fully electric, hybrid, and CNG options.
Priced To Sell
And that brings us to price, arguably the Sierra’s biggest talking point. Tata has announced a starting figure of ₹11.49 lakh (around $12,800 or about what you’d pay for a bespoke color at Range Rover), which positions it as strong value in its class.
Even so, it lands just above the Hyundai Creta, priced from ₹10.72 lakh ($12,100), which continues to dominate India’s SUV charts.
Orders for the Sierra open on December 16, with deliveries beginning January 16. For now, Tata says the model will be sold exclusively in India, with no export plans on the table.
The road version of AMG’s GT XX concept should make around 1,000 hp.
AMG’s Taycan and e-tron GT rival includes a realistic fake ICE soundtrack.
George Russell showed its drifting skills and sleek lines in a promo video.
Mercedes-AMG is steadily advancing development of its long-awaited all-electric GT 4 Door Coupe, and to give the project some star-powered visibility, it has enlisted Hollywood heavyweight Brad Pitt.
Fresh from his work on the upcoming Formula 1 film, Pitt made an appearance in Las Vegas during last weekend’s Grand Prix, where he took center stage in a new promotional push for the car.
The German brand brought along a lightly-disguised prototype of the new AMG GT 4 Door Coupe to Sin City, offering Mercedes F1 driver George Russell the chance to drive it down the Strip. The same car was also used in a commercial filmed with Pitt and Russell that highlights some of the car’s performance prowess.
In the video, Brad Pitt rocks up at a valet counter to pick up the keys to his ride, which is the camouflage prototype. The valet worker calls on the driver, none other than Russell himself, to bring the car up to Pitt.
In the process, Russell performs some epic burnouts and drifts through the hotel’s underground car park before bringing it up to the hotel’s entrance and handing it over to Pitt.
What Powers It?
The car featured is the road-going version of the AMG GT XX prototype that was unveiled earlier this year. Like that car, the production model has a sleek design that should nicely position it as a rival to the Porsche Taycan and Audi RS e-tron GT.
While the idea of an all-electric sedan from AMG will no doubt upset some purists, it’s clear the carmaker is eager to ensure it is fun to drive and provides more than enough driving thrills.
Underpinning the new AMG GT 4 Door Coupe is the AMG-EA platform using aluminum, steel and lightweight fiber composites in its construction. Like the concept, it should use a trio of axial flux motors combining to pump out upwards of 1,000 hp.
Lawsuit claims Model 3 doors failed to open after a fiery crash.
Witnesses tried rescuing the couple but couldn’t open the doors.
Complaint says Tesla sold cars with faulty door handle designs.
Another day brings another legal challenge for Tesla, this time centered on a tragic crash that once again raises questions about the company’s design choices.
The latest lawsuit claims that the electrically operated door handles of a 2018 Model 3 failed to function after a collision and subsequent fire, trapping one of the occupants inside and leading to her death.
It marks yet another serious concern for Tesla, one that could prove costly and push the automaker to reexamine how its vehicles handle emergency situations, particularly when power is lost.
Door Handles Under Scrutiny
Filed last week in the U.S. District Court for the Western District of Washington, the complaint outlines a sequence of events. On January 7, 2023, Jeffrey Dennis was driving his Tesla Model 3 with his wife in Tacoma, Washington, when the car reportedly accelerated suddenly and struck a utility pole at the corner of South 56th and South Washington Streets.
Shortly after impact, the EV caught fire. It’s alleged that several witnesses tried to open the Tesla’s doors to rescue the couple, but were unable to do so because they failed to operate without battery power. The lawsuit says that some witnesses even tried to break the Model 3’s windows with a baseball bat, but it also failed.
First responders eventually managed to extract the pair, though Wendy Dennis succumbed to her injuries at the scene. Jeffrey Dennis suffered severe burns to his legs.
The complaint says the Model 3 has a “unique and defective door handle design” that prevented rescuers from freeing the couple. It is also alleged that Tesla knew about the defect with the door handle but failed to address it, and continued to market and sell the popular EV.
The lawsuit doesn’t stop at the door handles. It also claims that Tesla’s Automatic Emergency Braking system failed to activate as the vehicle sped toward the utility pole. In addition, it accuses the company of using “a highly explosive battery chemistry” despite the existence of safer, more practical, and less costly alternatives.
Jeffrey Dennis is seeking financial relief for the wrongful death of his wife and his long-term injuries, as well as compensatory damages and punitive damages under California law.
RDW denies Tesla’s claim it committed to approving FSD by February.
Tesla urged fans to contact the regulator, sparking a backlash online.
Experts warn such tactics risk undermining regulatory independence.
Tesla took to X over the weekend to announce that Dutch automotive safety regulator RDW had committed to approving its Full Self-Driving (Supervised) system in February 2026. As it turns out, Elon Musk’s company jumped the gun, and the agency made no such commitment.
The claim sparked quick clarification from the regulator and a flurry of online chatter about Tesla’s ongoing bid to expand FSD beyond American roads.
While Tesla has been offering its Full Self-Driving system in the United States for years, it hasn’t been able to do the same in Europe.
Europe’s Roadblock
According to the carmaker, it has already provided FSD demonstrations “to regulators of almost every EU country” and believes the most effective path to rolling out the system across the continent is through the RDW, with the goal of securing an exemption for the feature.
In its X post, Tesla Europe & Middle East proclaimed that “RDW has committed to granting Netherlands National approval in February 2026.” The company even urged followers to contact the regulator directly to “express your excitement & thank them for making this happen as soon as possible.”
However, the regulator quickly pushed back. In a statement published on its website, the regulator explained that it expects Tesla to demonstrate FSD next February, but it denied making any commitment to approval.
Tesla has been working hard toward shipping Full Self-Driving (Supervised) in Europe for over 12 months now. We have given FSD demos to regulators of almost every EU country. We have requested early access, pilot release programs or exemptions where possible.
“We do not share details about ongoing applications from manufacturers, as this concerns commercially sensitive information,” it wrote. “Both RDW and Tesla are aware of the efforts needed to reach a decision on this matter in February. Whether this timeline will be met is yet to be determined in the coming period.”
Regulator Grows Tired of Tesla Fans’ Calls
The regulatory agency also asked Tesla’s fans to stop contacting it about FSD, noting that “it takes up unnecessary time for our customer service,” adding “this will have no impact whatsoever on whether or not the schedule will be met.”
Recently, Tesla boss Elon Musk said, “pressure from our customers in Europe to push the regulators to approve would be appreciated.”
Speaking with Bloomberg, the head of safe autonomy at the University of Warwick, Siddartha Khastgir, said it’s unusual to see a carmaker attempting to pressure the RDW.
“An approval process of an automated driving system is a deeply technical one to ensure the safety of the public,” he explained. “The sanctity of any such approvals is ensured by its independence and rigor, not force. While public sentiment is important for all authorities, this shouldn’t undermine the rigor of the approval process.”
The Iron humanoid robot walks and talks almost exactly like a human.
Xpeng believes the robot market is far bigger than the car market.
Other Chinese brands like BYD, Nio, and Chery are developing robots.
You might assume that Tesla has the humanoid robot stage to itself, but several Chinese automakers are also sprinting toward the same goal. Among them, EV startup Xpeng is taking the lead, planning to start production of its humanoid robot in late 2026 with ambitions to sell millions of them around the globe.
Over the past several years, Xpeng’s flagship robot has progressed from an autonomous dog similar to what Boston Dynamics pioneered, and has now entered its seventh generation and morphed into Iron, a humanoid robot very similar to the Tesla Bot.
Iron runs on Xpeng’s in-house Vision-Language-Action 2.0 AI model and made its debut at a lavish launch event in China.
In a rather theatrical move, Xpeng silenced skeptics who suggested the figure on stage was a person in disguise. After clips of Iron walking in a pristine white suit spread online, rumors surfaced that it was simply a performer inside the shell.
To dispel any doubt, Xpeng brought Iron out onto the stage and proceeded to cut open the robot’s leg, revealing the mechanical components found within.
The Robot Potential
Xpeng chief executive and co-founder He Xiaopeng believes that producing humanoid robots like Iron will eventually come down to the same cost as manufacturing cars. He also sees “the market potential for robots is greater than that for cars”, revealing that the robot will be present in Xpeng stores, office parks, and factories by the end of next year.
According to JPMorgan, Xpeng’s next big leap in 2026–27 depends on how well its wider AI empire comes together, a mix of robotaxis, humanoid robots, and even flying cars. The American bank’s report predicts the robotaxi arm alone could add between US$6 billion and US$19 billion in value by 2035, while the humanoid side might deliver as much as US$24 billion by 2027, assuming all those timelines hold.
It’s not just Xpeng diving headfirst into robotics.
Who Else Is Building?
As reported by the South China Morning Post, Chery is collaborating with AI developer Aimoga on a humanoid robot called Mornine. Meanwhile, BYD, GAC, and Seres are pouring millions into robotic projects of their own, and Nio has announced plans for a robotic dog
Across China, more than two million robots are estimated to be already operate in factories, and that figure is set to keep climbing as automation becomes a cornerstone of industrial strategy.
Hollywood rarely if ever does justice to the school bus industry. Movies and television often push the stereotypes of child-hating, curmudgeons behind the wheel. While this stereotype was largely absent in “The Lost Bus,” streaming on Apple TV, the film portrayed driving a school bus as a dead-end job. It is based on a true story, but the real-life details paint a more complete picture.
Matthew McConaughey stars as Kevin McKay, a school bus driver for Paradise Unified School District in Northern California, who saved a bus load of students and their two teachers (not one, like the movie portrays) from an elementary school that was in the path of the tragic 2018 Camp Fire—to date the deadliest wildfire in state history. McConaughey is a great actor, but from what I’ve read about McKay, the character doesn’t quite match the man.
I reached out to McKay for this column and never received a response. Still, I read that he was a consultant for the film. McKay is portrayed as down-on-his luck, barely able to rub two pennies together, divorced, caring for his ill mother, and at odds with his teenage son. The character is more concerned with getting additional hours than getting his bus back to the garage for a scheduled PM with the head mechanic. He nods in acknowledgement to his students as they board, but he appears distracted.
Journalist Lizzie Johnson, author of “Paradise: One Town’s Struggle to Survive An American Wildfire,” tells the full story. McKay was a former local high school football star who had a daughter as a teenager. His promising sports and academic careers derailed but he managed to carve out a successful stint as a manager of a Walgreen’s and later as a pharmacy technician, only to grow discouraged and quit after watching the opioid epidemic explode.
He returned to school—yes, like in the movie his beloved dog died, not long after his father succumbed to cancer—with the hope of becoming a teacher. The Paradise Unified poster seeking school bus drivers looked to be a perfect fit for his class schedule. He was also used to long commutes around Northern California visiting Walgreen’s stores.
Johnson’s book recounts the district’s hiring board asking McKay why he wanted the job. He discussed, Karen, his middle school bus driver in Paradise, who was always armed with a smile, an encouraging word and a bag of chocolate at Christmas. He left the officials in tears, as Karen had recently retired and they were planning on having lunch with her later in the day.
Johnson’s book portrays McKay as a caring, attentive driver, emulating Karen the best he could. That Kevin McKay was absent from “The Lost Bus.” By and large, school bus drivers are some of the most caring, dedicated and passionate people you’ll meet. Many of them climb the career ladder into administrative jobs. I know plenty of transportation directors who started in the industry behind the wheel.
I’ve read many opinions on social media from student transporters on “The Lost Bus.” The movie can’t be viewed through a lens of accuracy when it comes to student transportation operations. No audience is going to sit through a 30-minute scene of a pre-trip inspection. Transportation operations at Paradise Unified are also depicted as chaotic and unorganized. Actress Ashlie Atkinson plays “Ruby,” a nod to real-life Director of Transportation Rubina Hartwig.
I contacted Hartwig to get her perspective of the storyline. She also did not respond, but several years ago she told me the entire experience was too traumatic for her to speak publicly about. Completely understandable. She did attend the movie premiere in September along with McKay, his son, and teacher Mary Ludwig, played by actress America Ferrera. (The other teacher on board the real lost bus declined to be a part of the film.) The Paradise Unified superintendent’s office did tell me the district played no role in production and producers never reached out.
In the end, while biographical, “The Lost Bus” is a thrilling ride that relies on the imagination. Filmmaker Paul Greengrass told People magazine some moments were “either exaggerated or collapsed.” McKay added he shared his perspective and some of that made it into the film. McConaughey has said he used some aspects of McKay’s story but made the character his own. The realism in “The Lost Bus” is the overall theme of ordinary people doing extraordinary things. What the viewing public needs to realize is school bus drivers perform extraordinary acts multiple times a day for the entire school year. Those instances simply don’t make the news or a Hollywood movie.
Editor’s Note: As reprinted from the November 2025 issue of School Transportation News.
Ford’s new Bronco Basecamp starts at just over $32,000 in China.
The electric model delivers 445 hp and up to 404 miles of range.
A range-extended version offers 758 miles of total driving range.
Shortly after introducing range-extended and fully electric versions of the Bronco Basecamp in China, Ford opened the order books for its newest off-road offering. While most eyes may still be on the familiar Bronco lineup in the West, this China-market version makes a strong case of its own.
As we’ve come to expect from pretty much all new cars sold in China, the electrified Bronco is affordable by Western standards and is bound to make some US buyers feel stewing.
Although it bears more than a passing resemblance to a scaled-up and refreshed Bronco Sport, the Basecamp wasn’t drawn from the same blueprint. Instead, it was developed through Ford’s joint venture with Jiangling Motors Corporation (JMC), which has increasingly become the brand’s partner of choice for locally tailored models.
Ford’s foothold in China has eroded significantly over the past decade, with annual sales dropping from over 1.2 million units in 2014 to fewer than 200,000 last year. A model like this, combining familiar design cues with drivetrain options built to local tastes, might just help reverse that disastrous slide.
What Do You Get For The Money?
Ford has confirmed the new Bronco Basecamp will start at 229,800 yuan ($32,300), topping out at 282,800 yuan ($39,800). That pricing roughly mirrors the smaller Bronco Sport sold in the US, which starts at $31,695 and tops out at $40,115 before delivery charges and taxes. But in China, buyers get significantly more than just a roomier body.
Where the American Bronco Sport comes with either a 1.5-liter turbo three-cylinder or a 2.0-liter turbo four, the Basecamp goes fully electric with a 105.4 kWh battery and twin motors generating 445 hp. On a full charge, it’s rated for up to 404 miles (650 km).
Then there’s the range-extender version. This alternative setup pairs a 1.5-liter turbocharged engine with dual electric motors and a 43.7 kWh battery pack. The result is 416 hp and a claimed 137 miles (220 km) of electric-only range. Thanks to the engine topping up the battery as needed, total driving range stretches to 758 miles (1,220 km) on China’s optimistic CLTC cycle.
Longer, Wider, Better?
The new SUV shares its 116.1-inch (2,950 mm) wheelbase with the full-size four-door Bronco sold in the US, offering a noticeably longer body than America’s more compact Bronco Sport, which measures just 105.1 inches (2,670 mm) between the axles.
At 197.8 inches (5,025 mm) in overall length, it also outstretches both of its siblings, eclipsing the standard Bronco by over eight inches and the Bronco Sport by more than two feet.
This Chinese model is also laden with other important features. This includes a roof-mounted LiDAR as part of a suite of more than 30 sensors and cameras, enabling advanced driver assistance functions.
The cabin is also a far cry from the American Bronco and Bronco Sport and includes a 15.6-inch infotainment display, a digital gauge cluster, and a 70-inch head-up display.
It might not wear the Bronco badge in quite the same spirit as the American original, but for China’s EV-hungry buyers, that may not matter much. For now, Ford has no plans to export the Bronco Basecamp, and even if that changes, North America almost certainly won’t be on the list.
BMW’s iX3 50 xDrive completed a 626-mile drive from Hungary to Munich.
The team finished with 2 percent battery left, enough for another 12 miles.
The SUV used smaller 20-inch wheels and skipped HVAC to save energy.
BMW’s latest step into its electric future comes with more stamina than we expected. The second-generation iX3 , unveiled a few months ago with a projected range of 497 miles (800 km) under the WLTP cycle, has quietly outperformed even BMW’s own estimates, though, as always, there are a few caveats tucked in the fine print.
In a real-world run, the electric SUV managed to stretch its legs to more than 621 miles (1,000 km) on a single charge.
Eager to see how far their new creation could really go, a small team from BMW decided to take the iX3 on a proper road trip. They set off from the Debrecen plant in Hungary, where the model is built, and pointed it toward Munich, the automaker’s home base in Germany.
Not only did they complete the 626.1-mile (1,007.7 km) journey, but they did so with 2 percent charge remaining, which could have been enough to travel an extra 12 miles (20 km).
What Are The Caveats?
As you could have probably guessed, the team did everything they could to extend the iX3’s driving range. For example, they avoided highways during the journey, sticking to smaller and lower-speed roads where the SUV’s regenerative braking system would be most effective.
Additionally, the iX3 was equipped with smaller 20-inch wheels, rather than the 21- and 22-inch wheels it’s also available with. They also didn’t use the heating, cooling, or radio during the test, to save as much energy as possible.
BMW picked the iX3 50 xDrive, the only version announced to date, which has a pair of electric motors delivering 463 hp and 476 lb-ft of torque, meaning it can hit 60 mph (96 km/h) in just 4.7 seconds, and a sizeable 108.7 kWh battery pack.
Porsche reveals ’26 Cayenne Electric and Cayenne Turbo Electric.
Base car makes up to 435 hp, Turbo kicks out a massive 1,139 hp.
Adaptive air suspension is standard, inductive charging optional.
The original Cayenne supercharged Porsche’s sales, and 23 years later, the third-generation car is still the brand’s best-seller. But now the nameplate is heading into new territory with the launch of the 2026 Cayenne Electric, a battery-powered twist on the formula using lessons learned from the smaller Macan EV.
This isn’t just an electrified version of the familiar Cayenne. The new electric models ride on an entirely different platform, a version of the PPE architecture used in the Macan Electric, but stretched 5.1 inches (130 mm) to give a 119-inch (3,020 mm) wheelbase.
That wheelbase is also longer than the combustion Cayenne’s by the same amount, resulting in a healthy increase in rear legroom for passengers.
But enough about what the ruler says. Does the Cayenne Electric rule over its ICE brother when the light turns green? Damn right, it does.
There are two flavors at launch: the Cayenne Electric and the mighty Cayenne Turbo Electric. Both are all-wheel-drive, both are loaded with tech, and both are clearly designed to make you question why you ever cared about cylinders.
Most Powerful Porsche Ever
Let’s start with the showstopper. The $163,000 (plus $2,350 dest) Cayenne Turbo Electric’s dual-motor powertrain generates 844 hp (857 PS / 630 kW) in normal driving, but the Push-to-Pass boost, activated by a button on the steering wheel, throws in an additional 173 hp (177 PS / 130 kW) for 10 seconds at a time.
And the madness doesn’t end there, because with Launch Control activated, you can unleash up to 850 kW, which translates to 1,139 hp (1,155 PS) and 1,106 lb-ft (1,500 Nm) of torque.
Porsche says its most powerful production car ever goes zero to 60 mph (97 kmh) in 2.4 seconds – versus 3.1 seconds for the fastest combustion Cayenne, the Turbo GT – and gobbles up the standing quarter-mile in 9.9 seconds. Top speed? An ample 162 mph (260 km/h). Welcome to Porsche’s new performance reality.
The ‘regular’ $109,000 Cayenne Electric is plenty slower, but hardly tame. It produces 402 hp (408 PS / 300 kW) in normal driving and up to 435 hp (441 PS / 324 kW) when Launch Control is engaged. That output, and the 615 lb-ft (834 Nm) that goes with it, delivers you to 60 mph in 4.5 seconds and a top speed of 143 mph (230 km/h).
Brakes Optional
Both trims also deliver serious energy recuperation, with braking that can feed up to 600 kW back into the battery. Porsche claims that about 97 percent of routine braking situations never need to involve the physical brakes, though you can still opt for PCCB carbon rotors if you feel inclined.
Adaptive air suspension with Porsche Active Suspension Management is standard, and the Turbo adds a torque-vectoring rear differential. Both variants can be optioned with rear-axle steering and Porsche Active Ride, using active anti-roll bars, as on the Taycan, is also available.
The new 113 kWh battery pack is the heart of both models and is 13 kWh bigger than the one in the Macan Electric. Thanks to 800-volt architecture and improved cooling, the Cayenne Electric can charge at up to 400 kW under ideal conditions. A jump from 10 to 80 percent takes less than 16 minutes.
Porsche is also introducing optional inductive charging, becoming the first automaker to offer the tech on an EV in the US. Pull into your garage, park over the floor pad, and the SUV starts charging by itself at up to 11 kW.
Like A Scaled-Up Macan Electric
On the styling front, Porsche resisted the temptation to reinvent the Cayenne silhouette too radically. Instead, it sharpened it, bringing in some tricks from the Macan EV. The bonnet sits lower, the headlights are slimmer, the body lines crisper, and the doors feature frameless glass.
Out back, a 3D-effect light bar and illuminated Porsche lettering add nighttime pizzazz. Turbo Electric models get extra contrasting bits in a color called Turbonite, which sounds like something a Marvel villain would wear.
The Cayenne Electric’s new shape isn’t just for show. A drag coefficient of 0.25 makes it one of the most slippery SUVs in its class. Hidden aero flaps, a smart roof spoiler, and trick aero blades help it slice through the air and squeeze out more range. Porsche says the system constantly adjusts to changing speeds and loads, adding grip when needed and cutting drag when it’s not.
And if you’re more interested in cutting through rock trails than cutting through the air, an Off-Road Design package brings different front and rear bumpers to improve the approach and departure angles.
Inside, rear passengers get more legroom and electric seat adjustment as standard, interior surface heating, and a panoramic roof that uses liquid-crystal tech to alter its opacity.
Then there’s the digital experience. The new Flow Display stretches across the dash with two large OLED screens for gauge cluster and infotainment duties. A 14.9-inch passenger display is optional.
There’s also an epic 87-inch head-up display with augmented reality guidance available, a new AI-driven Voice Pilot, and an upgraded app system with streaming and gaming baked in. That’s a lot of tech, but at least Porsche kept physical buttons for things like climate and volume.
A Long Wait
US deliveries of the 2026 Cayenne Electric start in late summer 2026, by which time we’ll be able to fill in blanks that include those all-important EPA range figures and maybe confirmation of the rumored mid-ranking Cayenne S with around 592 hp (600 PS / 441 kW), designed to bridge the gap between the two launch models. We’re also expecting to see the GTS badge appear at some point, as it has recently on the Macan Electric.
But don’t worry, if you’re a committed ICE fan, the combustion and plug-in hybrid versions of the Cayenne aren’t going anywhere, as they will live on well into the 2030s.
All the pictures above show the Cayenne Turbo Electric. The images in the gallery below are of the regular Cayenne Electric.
2026 Recon is fully electric with dual motors, 650 hp and 620 lb-ft.
Trail-rated Jeep does zero to 60 mph in 3.6 secs, has 250-mile range.
Launches with $65,000 Moab trim: 33-inch tires, 9.1 inches clearance.
Jeep is taking another swing at zero emissions adventure with the 2026 Recon, the first fully electric, Trail Rated Jeep, one that packs sports car-level acceleration, and promises real off-road ability. But the timing might raise eyebrows.
With EV sales slowing, companies like Ram scrapping planned electric utilities and Jeep’s first EV, the Wagoneer S struggling for sales, is this the right moment to launch a $65,000 electric off-roader?
The Recon range will expand in time but for now Jeep is launching with just one trim, the dirt-lovin’ Moab. It comes with a single motor mounted at each end of the 112.9-inch (2,870 mm) wheelbase platform, the pair together pushing out numbers that are strong, even if they don’t set any EV records.
What Powers Jeep’s Electric Trail Machine?
The Recon delivers 650 hp (659 PS) and 620 lb-ft (841 Nm) of torque, which is 50 hp (51 PS) and 3 lb-ft (4 Nm) more than the priciest version of Jeep’s first US EV, the road-biased Wagoneer S that rides on the same STLA Large platform.
It also hits 60 mph (97 kmh) in a speedy 3.6 seconds and claims a 250-mile (155 km) range from its 100 kWh battery, compared with 3.4 seconds and 294 miles (473 km) for the Launch Edition Wagoneer S. But that inconsequential difference in acceleration, and rather more worrying range gap is the price you pay for genuine off-road chops.
Only the Recon gets Jeep’s Trail Rated stamp of approval, the one you’ll have seen on vehicles like the Wrangler, meaning it’s passed a series of tough tests to prove its ability to ford water and clear obstacles that would make a crossover cry.
Mud or Midtown?
To earn that Trail Rated badge the Moab features 33-inch tires and a 15:1 final drive at the rear for extra torque multiplication when things get messy. It has selectable locking differentials Selec-Terrain driving modes, including a Rock mode that’s exclusive to the Moab, and Selec-Speed Control to make light work of steep inclines or rocks.
The 100-kWh battery is protected by a full set of steel skid plates, and suspension components like large CV joints and half shafts have been beefed up to handle all that torque.
Unlike the solid-axle Wrangler, the Recon’s suspension is independent via short-long arm (SLA) at the front and integral link at the back. And it skips the combustion SUV’s vague recirculating ball steering for a modern rack and pinion setup.
That bodes well for on-road comfort, where the Recon operates mostly as a RWD vehicle, but what about those all important off-road angles? A 33.8-degree approach, 23.3-degree ramp and 33.1-degree departure angle are no match for the new V8-powered Wrangler Moab 392’s 46.7, 24.5 and 39.8-degree stats.
Some of that can be chalked up to the 193.3-inch (4,911 mm) Recon being almost exactly the same length as a Wrangler, but riding on a 5.5-inch (140 mm) shorter wheelbase, and having far less daylight beneath its floorpan.
The Recon loses the ground clearance battle by a big margin, 9.1 (231 mm) inches playing 11.1 inches (282 mm) in the Wrangler Moab, and up to 12.9 inches/328 mm on other Wranglers.
Classic Jeep Design With a Modern Edge
Still, that’s more trail ability than 99 percent of people will ever need, and at least the Recon looks the part. The design stays true to Jeep’s roots with a boxy stance, upright grille and four-square proportions.
The illuminated grille rings, flush door handles, and contrast roof options give it a modern edge without losing the heritage feel, buyers also getting the option to replace the standard dual-plane sunroof for an optional Sky One-Touch power top.
And yes, you can remove the doors, the swing gate glass and the quarter windows, for those really hardcore adventures without needing any special tools.
Try that in your Rivian R1S. Moab trim brings a few design tricks of its own, including tough-looking black coloring for the front and rear fascias, the fender flares, uniquer badge and an anti-glare hood graphic.
Jeep’s Biggest Screen
The cabin sticks to the adventure theme, blending durable materials with forward-looking tech and looking nothing like the inside of a Wagoneer S. A horizontal dashboard layout and grab handle nod to classic Jeep interiors, but a 26-inch digital display area stretches across the dash made up of a 12.3-inch digital cluster and 14.5-inch touchscreen – the biggest in any Jeep – running Uconnect 5.
That screen’s generous dimensions should make it easier to see the pitch and roll mapping on the automaker’s Trails App, as well as checking out the camera views. And if you want to bring your own camera, a modular accessory rail is ready for your GoPro.
Audio comes from a standard Alpine system, and Jeep has even relocated the speakers under the seats so the sound doesn’t vanish when you pop the doors off.
How Much Does It Cost?
The 2026 Jeep Recon EV will be built at Jeep’s Toluca Assembly Plant starting early next year, priced at $65,000 for the Moab trim. But expect that price to fall later as other trims, and less powerful motor setups become available – or just through massive discounts if the Recon proves as tricky to sell as the Wagoneer S.
No doubt, Jeep is taking a bold bet on a market that’s still figuring out what it wants. How do you rate the Recon’s chances?
Renault has introduced the new Trafic E-Tech Electric.
It features 201 hp and two different battery packs.
The long-range variant can travel around 280 miles.
Renault has used Solutrans 2025 to introduce the new Trafic E-Tech Electric. It’s the company’s version of the Flexis Panel Van and the styling is virtually identical.
That being said, the latest variant features an illuminated Renault logo that is flanked by “light guides” and slender turn signals. They’re joined by low-mounted headlights and a familiar front bumper.
Since we’ve already seen the van before, we’ll briefly mention it has black plastic accents, a dynamic beltline, and asymmetrical rear doors. They’re joined by three dimensional taillights as well as large side doors that are designed to accommodate Euro pallets.
Two different versions will be available including an L1 that measures 191.7 inches (4,870 mm) long and has a cargo capacity of 180.1 cubic feet (5.1 cubic meters). The L2 has a 15.7-inch (400 mm) longer wheelbase and this enables it to hold up to 204.8 cubic feet (5.8 cubic meters) of cargo. Renault added both models are 74.8 inches (1,900 mm) tall, which enables them to access underground parking garages.
A Straightforward Interior
While cargo takes priority, the cockpit isn’t too shabby as it features three seats as well as a “tube-shaped dashboard.” They’re joined by a three-spoke steering wheel, numerous storage compartments, and Zeta blue-jean upholstery with grey accents and contrast stitching.
Buyers will also find a 10-inch digital instrument cluster and a 12-inch openR evo infotainment system, which is angled towards the driver. The latter features “tailored navigation that takes into account vehicle dimensions and load to avoid unsuitable routes.” There’s also an electric route planner, which suggests the best charging stops. Customers can also upgrade to Google built-in, which will be offered as an over-the-air on-demand feature.
Two Batteries With Up To 280 Miles Of Range
The Trafic E-Tech Electric rides on a skateboard platform and features a rear-mounted motor producing 201 hp (150 kW / 204 PS) and 254 lb-ft (345 Nm) of torque. It’s powered by two different battery packs.
The long-range battery will be available at launch and features a nickel manganese cobalt chemistry. It enables the van to have a range of around 280 miles (450 km) under the Worldwide Harmonized Light Vehicles Test Procedure.
Later on, Renault will offer an “urban-range” lithium iron phosphate battery. This variant promises to be affordable and capable of traveling nearly 217 miles (350 km) on a single charge.
Buyers will also find 800V technology, which will enable the van to go from a 15% to 80% charge in approximately 20 minutes. They’ll be joined by Vehicle-to-Load (V2L) and Vehicle-to-Grid (V2G) capabilities.
Other highlights include a turning circle that is said to be equivalent to a Clio. The automaker is also aiming to use over 23% recycled materials on the van.
The Trafic E-Tech Electric will be built at the Sandouville plant, alongside the ICE-powered model. Production is slated to begin in late 2026 and the panel van will eventually be joined by chassis cab, platform cab, tipper, flatbed, and cargo box models.
Ford’s BlueCruise expands to the Puma, Kuga, and Ranger in Europe.
It enables hands-off, eyes-on driving across 135,000 km of highways.
Available from spring 2026 within the optional Driver Assistance Pack.
Ford is widening the reach of its “hands-off” driving tech, showing just how quickly features once kept for top-tier models are filtering into everyday vehicles. BlueCruise now targets the brand’s most accessible SUVs in Europe, giving buyers a taste of advanced driver assistance without having to climb the price ladder.
Besides the Puma and the fully electric Puma Gen-E, the system will soon be offered on the Kuga compact SUV and the Ranger PHEV midsize pickup as part of an optional Driver Assistance Pack.
Starting from spring 2026, Ford’s small and compact SUVs and its midsize pickup will also be offered with the hands-free system. That leaves only the VW-based Capri and Explorer EVs, the Transit/Tourneo range, and the ICE Mustang without access to the technology.
The BlueCruise, which is based on the Intelligent Adaptive Cruise Control, allows the driver to take their hands off the wheel while keeping their eyes on the road. It manages acceleration, braking, and steering, with cameras and sensors monitoring traffic, lane markings, and even the driver’s gaze and head position to ensure attentiveness.
In Europe, the BlueCruise can be activated on over 135,000 km (84,000 miles) of highways, which are marked as “Blue Zones”. For example, one could use it to travel from Stockholm to Rome, covering 2,000 km (1,500 miles) across six countries and totaling around 25 hours of hands-free driving.
Globally, Ford and Lincoln owners have logged over 888 million km (552 million miles) using BlueCruise-equipped vehicles. However, the majority of those were most likely covered in North America.
The company says that the tech will be available in “selected new model year vehicles” of the Puma, Puma Gen-E, Kuga, and Ranger PHEV starting in spring 2026. Subscription options and pricing for the Driver Assistance Pack will be announced closer to that date.
The BlueCruise is currently available in select European markets, including Austria, Belgium, the Czech Republic, Denmark, France, Great Britain, Germany, Greece, Hungary, Italy, the Netherlands, Norway, Poland, Portugal, Spain, and Sweden.
Toyota showcased several modified versions of the new Hilux in Thailand.
Off-road builds, camper conversions, and sporty variants were displayed.
Genuine accessories are already available through Toyota’s official site.
Toyota has just unveiled the new generation of the Hilux, and while the new model has barely touched showroom floors, it’s already been reimagined to showcase just how far owners can take customization.
During the truck’s official launch in Thailand, the brand presented a lineup of rugged, modified builds, blending genuine factory accessories with a few aftermarket touches to hint at the model’s versatility.
GR Flavor in Full Effect
The display featured no fewer than six distinct takes on the pickup, each aimed at a different type of driver. One stood out for its GR Parts catalogue treatment, equipped with a black grille, red skid plate, glossy black fender extensions, branded side steps, and black wheels wrapped in chunky off-road tires.
Accessories from Toyota’s Gazoo Racing division didn’t stop there. The brand also showcased roof and bed racks, plus the signature red mudflaps familiar to GR-badged models.
A GR Sport version of the new Hilux is expected to follow, with a tougher stance, refined performance, and chassis upgrades tailored to those seeking a sharper drive.
Interestingly, the GR Parts build wasn’t the star of the show. That honor went to an off-road-focused version developed by Australian tuner ARB, which looked ready to tackle almost anything.
It sat higher thanks to a lift kit and wore a rugged front bumper with clearance cutouts, auxiliary LEDs, a roof rack, a side awning, and a bed rack designed for specialized gear.
Overlanding Camper
Still, what caught our eye was an overlanding camper conversion of the Hilux with a tent mounted on a custom bed rack. The adventure-packed model came with a lifted suspension, all/terrain tires, beadlock wheels, rock sliders, a skid plate with integrated lights, an LED bar on the roof, and an aerodynamic snorkel.
Another rugged example took a different visual route, wearing a matte gray-and-red color scheme with a snorkel, protective hardware, raised suspension, and carbon-plated tailpipe. Mudflaps and new wheels rounded out its stance.
Unlike the European and Australian Hilux, which come exclusively in double-cab form, the Thai-market truck is available in Standard Cab and Smart Cab configurations.
The Standard Cab provided the base for a particularly practical build featuring a lift kit, black wheels, white-and-black graphics, extended mirrors, and a metal cage that expanded the load capacity of the open cargo area.
Rounding out the lineup was a sportier, road-focused Hilux finished in yellow with a carbon-textured wrap for the hood and tailgate. It sat lower on new wheels, backed by uprated brakes, though the heart remained unchanged, a 2.8-liter turbodiesel producing 201 hp (150 kW / 204 PS).
Depending on the market, the new Hilux range will also include mild-hybrid diesel, petrol, and fully electric options, underscoring its global versatility.
Available Accessories
Toyota Thailand’s official website lists a comprehensive range of add-ons for the new Hilux. Among them are additional plastic cladding for the doors, larger wheel arch extensions, door handle covers, a rear spoiler, stainless steel exhaust outlets, and bed liners.
Owners can also choose underbody protection and metal-look garnish for the taillights, tailgate, hood, and bumper intakes. Inside, options include heavy-duty floor mats, aluminum scuff plates, and clever storage solutions.
Thailand has a prominent tuning culture, which is why most automakers advertise the customization capabilities of their trucks. Judging from the aforementioned builds and the popularity of the Hilux, we expect to see a lot of interesting conversions in the future.
Toyota Hilux debuts with major design and powertrain upgrades.
Offers diesel, gasoline, mild-hybrid, BEV, and future FCEV options.
Launches first in Europe and Australia, then Asia and Japan soon.
While the Ford F-150 dominates North America, the Toyota Hilux continues to reign just about everywhere else. Now entering its ninth generation, Toyota’s workhorse returns with sharper styling, a thoroughly redesigned cabin, reinforced ladder-frame underpinnings, and, for the first time, a fully electric powertrain.
The new design theme, dubbed “Cyber Sumo,” takes a different path from the hammerhead styling found in other recent Toyota models. Up front, slimmer LED headlights flank a body-colored honeycomb grille, while angular bumper intakes and a solid skid plate add a functional, squared-off presence.
The fully electric version wears a unique front bumper with a closed grille and redesigned intakes, a subtle cue to its zero-emission identity.
The profile remains familiar because the greenhouse, pillars, and doors carry over from the outgoing model that’s been around since 2015. Even so, re-sculpted front and rear fenders with boxy wheel arches, paired with fresh wheel designs, give it a tougher stance.
At the rear, the Hilux shows more definition than before, with sharper LED taillights and a modernized bumper that now incorporates practical side steps similar to those on the Ford Ranger.
Its footprint stays consistent with its predecessor at 5,320 mm in length and a 3,085 mm wheelbase. Toyota has chosen to offer only the dual-cab version in Europe and Australia, while markets such as Thailand retain the Single Cab and Smart Cab configurations.
How Has The Interior Changed?
The cabin has been thoroughly overhauled, blending modern tech with the Hilux’s traditionally utilitarian nature. A boxy dashboard frames a free-standing 12.3-inch infotainment screen (8-inch in the base Thai-spec model) and a 12.3-inch digital instrument cluster (7-inch in lower trims). Importantly, physical controls remain for core functions such as climate and audio, preserving tactile ease of use.
The chunky steering wheel with buttons is borrowed from the Land Cruiser, while the compact gear knob and drive mode selector sit on the center console. Dual storage compartments line the passenger side, and dashboard-mounted cupholders complete the layout.
Toyota has also expanded the Hilux’s safety credentials with a “significantly extended” suite of advanced driver-assistance systems, bringing it in line with the brand’s passenger car range.
Multiple Powertrain Options
Toyota’s “Multipathway” approach to propulsion continues here, and the new Hilux exemplifies it. Depending on the market, buyers can choose from the familiar 2.8-liter turbodiesel engine in regular or mild-hybrid form, as well as a 2.7-liter gasoline option.
The biggest leap, however, is the all-electric version. It uses dual electric motors producing a combined 193 hp (144 kW / 196 PS), powered by a 59.2 kWh battery pack.
Toyota quotes a range of 240 km (149 miles) under the WLTP cycle, or just over 300 km (186 miles) using NEDC standards. It may not rival long-range EVs, but Toyota plans to add a hydrogen fuel-cell variant by 2028.
Payload and towing capacities remain robust: up to 1,000 kg (2,205 lbs) and 3,500 kg (7,716 lbs) respectively for internal combustion models. The Hilux BEV, with its heavier battery setup, carries 715 kg (1,576 lbs) and tows 1,600 kg (3,527 lbs).
Upgraded Underpinnings
Under the skin, the Hilux rides on an upgraded version of the IMV ladder-frame architecture of its predecessor rather than moving to the more modern TNGA-F used by the Tacoma and Land Cruiser.
Still, it benefits from a new electric power steering, new engine and cabin mounts for reduced vibrations, new front rail extensions for improved crash perfromance, and a revised suspension setup.
The suspension setup combines independent coil springs at the front with a rigid rear axle supported by leaf springs. Toyota Australia says there are two distinct calibrations: one tuned for heavy-load and towing performance, and another focused on everyday ride comfort.
In terms of off-road credentials, the 4×4 versions use a part-time 4WD system with high and low range ratios, now improved with the standard fitment of a rear locking differential and the available Multi-Terrain Select system.
Pricing and Availability
Production remains centered in Thailand, where the diesel-powered Hilux Travo is already on sale, priced between ฿767,000 ($23,700) and ฿1,366,000 ($42,200). The fully electric model starts at ฿1,491,000 ($46,100), placing it at the top of the lineup.
The new Hilux will reach Europe and Australia in December 2025, followed by broader Asian rollouts in 2026 and a home-market debut in Japan by mid-2026. Detailed specifications and pricing for each region will be announced closer to launch.
A UK camping specialist has created an RV trailer measuring just 12.5 ft.
Wheelhome’s Dashaway eCT started life as a pop-up roof tent for a Tesla.
When the original roof tent got no sales Wheelhome turned it into a trailer.
Sometimes the best ideas are born out of failure. That is exactly what happened with the Dashaway eCT, a clever little camping trailer from British company Wheelhome. It started life as a sleek roof tent designed specifically for the Tesla Model 3.
The original goal was simple enough: create a low-drag, space-age camping capsule that blended seamlessly with the Model 3’s curves. It was meant to be the ultimate companion for electric road trips. The snag? No one actually wanted to buy one.
And that’s a shame, because the eRC roof-camper prototype was far more sophisticated than your average roof tent.
What Happened Next?
Molded to fit the contours of the Model 3’s body, it featured a two-seat rear-facing sofa that converted into a double bed, and shelves and partitions to take a power bank, cooking equipment and even a toilet.
Wheelhome’s owner Stephen Wheeler tested it out on his own facelifted Model 3, taking it on a 3,500-mile (5,630 km) tour of Iceland this summer, and got a great reaction when he displayed it at EV shows with plans to put it into production, But that reaction didn’t translate into firm sales.
Rather than give up, Wheeler turned the prototype into something smarter. He took the same teardrop-style pod and placed it on a lightweight single-axle trailer chassis.
From Roof To Road
Suddenly the quirky Tesla roof tent became the Dashaway eCT, a tiny camper that almost any car can tow. Instead of being a niche curiosity for a small subset of EV owners, it’s a fully fledged mini trailer with broad appeal.
At just under 3,800 mm (150 inches) long, the eCT weighs only about 340 kg (750 lbs), which makes it easy to pull even with small hatchbacks. And because it’s so low and sleek when folded down, it shouldn’t ruin your mpg. But park up and the top extends so high you can stand up inside.
The eCT’s design still carries the DNA of the original concept, but has the added benefit of not getting in the way of trunk opening and offering an additional underfloor storage area because it now rides on a trailer chassis.
Wheelhome
Each camper has a sink with electrically-pumped 10-liter (2.64 US gallon) water supply and there’s room for a Porta Potti that can be accessed with the bed in place. In fact, it’s so close you can almost use it without leaving the bed.
A campsite mains hook-up and large lithium battery pack and 2,600 W inverter let you plug in electrical devices like air fryers, microwaves and kettles, and together with a 200 W solar panel provide power for at least two days of off-grid camping.
Bigger batteries are available if you’re planning longer escapes, though that’ll bump up the £26,225 ($34,600) price.
The 1969 512 Electric Experimental shows how long GM’s pursued EVs.
Just 86 inches long, the fiberglass microcar used an 84-volt battery.
A household charge took seven hours and delivered 58 miles of range.
In 1969, the automotive world was a study in contrasts. Two concept cars, each wearing the same 512 badge yet conceived on opposite sides of the globe, were redefining what “experimental” could mean.
One was the competition-inspired V12-powered Ferrari 512 S Berlinetta Speciale, a supercar wedge that pre-dated the Lamborghini Countach concept by two years and looked like it could break the sound barrier. The other was a tiny orange ball of an EV from GM that could barely break the speed limit outside a school.
We’ve taken a look at GM’s 512 Electric Experimental before, but the automaker has really jumped on the modern EV trend since then and has a new Chevy Bolt out for 2027, so the time feels right to throw the spotlight on it again.
Designed strictly for urban duties and part of an entire family of experimental GM microcars displayed at the Transpo ’72 trade show that used a mix of electric, petrol and hybrid engines, the 512E was every bit as tiny as it looks in these pictures.
Measuring just 86.3 inches (2,190 mm) long and 56 inches (1,420 mm) wide, it was an incredible foot (300 mm) shorter than an original Smart ForTwo and 3 inches (75 mm) narrower.
Access to its two seats was through a weird combination of a lift-up canopy that makes it look like a helmet with the visor up and side-hinged front door that reminds us of one of those grandma bathtubs for the mobility impaired.
Tiny wheels are pushed into each corner and wear fat rubber, like the kind of thing you’d see on tuned Mini in 1969.
The wraparound canopy must make for excellent visibility, though even if it had A-pillars like elephants legs you’d have plenty of time to look around them.
Slow And Steady Power
The top speed is just 30 mph and it takes 12 seconds to get there, which sounds terrible until you remember that the Citroen Ami, the modern incarnation of this very idea, is also restricted to a similar speed (28 mph / 45 kmh).
Citroen quotes a 47-mile range, which the 512E beats by 11 miles (though certainly measured differently), but the Ami can be fully charged in four hours compared with seven hours for the GM satsuma.
Where they differ most, of course, is in the design of the batteries providing those range miles. Like all modern EVs, the Ami uses lithium ion batteries, whereas the 512E relies on old-fashioned lead-acid packs from Delco-Remy.
The fiberglass-bodied GM car is still surprisingly light at 1,250 lbs (567 kg), though the Ami is lighter still at 1,065 lbs (483 kg).
The 512E project didn’t put a tiny EV in Chevy showrooms during the 1970s or 1980s, but the fact that GM unveiled the Impact EV concept, and put it into production as the EV1 six years later, proved that it hadn’t given up on the idea of small electric cars.
Half a century later, GM is still in that game, this time with the upcoming 2027 Bolt, though one can’t help but wonder how much more fun it’d be with a flip-up canopy and a hint of that 1970s optimism.
PROS ›› Premium interior, comfortable ride, solid safety record CONS ›› Unknown brand, small boot, limited charging speed
Chinese automakers have been bombarding us with new and updated models faster than our browsers can keep up, but every once in a while, one stands out for more than just novelty. The Zeekr X is one of those. A sibling to the Volvo EX30, it carries sharper styling, a dash of swagger, and a promise of premium polish that suggests it’s aiming a little higher than your typical Chinese EV.
The Geely-owned brand has recently landed in my home country, Greece, giving me the chance to see what the compact-sized Zeekr X is all about and, more importantly, take it for a drive.
QUICK FACTS
Model
Zeekr X RWD
Zeekr X AWD
Powertrain
Single Electric Motor
Dual Electric Motors
Output
268 hp (200 kW / 272 PS) and 343 Nm (253 lb-ft)
422 hp (315 kW / 428 PS) and 543 Nm (401 lb-ft)
Battery
49 kW / 69 kWh
69 kWh
Range (WLTP)
446 km (277 miles)
425 km (264 miles)
0-100 km/h (0-62 mph)
5.6 seconds*
3.8 seconds*
Top Speed
190 km/h (118 mph)*
–
Length
4,432 mm (174.5 inches)
–
Width
1,836 mm (72.3 inches)
–
Height
1,566 mm (61.6 inches)
–
Wheelbase
2,750 mm (108.3 inches)
–
Weight
1,885 kg (4,156 lbs)*
1960 kg (4,321 lbs)*
Price
€34,990 ($40,700)** €39,990 ($46,500)**
€44,990 ($52,300)**
SWIPE
*Manufacturer | **Prices in Greece including a €3,000 local incentive for EVs
The X was introduced in late 2023 as the entry-level EV in Zeekr’s growing lineup. It has already been updated in China with more powerful motors and new color and trim options, but those have yet to reach export markets.
Like its Volvo EX30 and Smart #1 relatives, it rides on Geely’s SEA platform, which also underpins the Lynk & Co 02. It even made headlines as Euro NCAP’s safest EV, outperforming some far pricier rivals, including the Porsche Macan. Still, there’s more to this compact SUV than a glowing safety score.
Aggressive Looks, Familiar DNA
Zeekr is still a young brand, having been born in 2021. In terms of styling language, there’s a clear family resemblance with Geely stablemate Lynk & Co, yet Zeekr sits higher in the group’s hierarchy, positioned above Volvo and Polestar in terms of its premium aspirations.
The Zeekr X has a sharp and modern exterior that will make you look twice when it passes by. Its “double-edged” headlights, greenhouse, door handles, mirrors, and taillights are reminiscent of the Lynk & Co 02, though without the coupe-SUV stance.
Other highlights include the glossy black cladding around the wheel arches and a sharp character line on the profile that extends to the side windows.
Photos Thanos Pappas for CarScoops
At 4,432 mm long, it’s 199 mm longer than the Volvo EX30 and 28 mm shorter than the Lynk & Co 02. That puts it right among Europe’s compact premium EV-SUVs, including the BMW iX1, Audi Q4 e-tron, and Mercedes EQA.
Our press tester was the Long Range RWD variant, which sounds like a sweet spot in the lineup. It pairs a single 268 hp (200 kW) motor with the larger 69 kWh battery for up to 446 km (277 miles) of WLTP range. Visually, it rides on 19-inch alloy wheels rather than the 20-inch option which is reserved for the 422 hp AWD flagship.
Premium Aspirations
Open the frameless doors and you immediately sense that this brand aims for BMW territory in terms of perceived quality. Soft-touch materials cover most surfaces, complemented by futuristic ambient lighting and ASMR-friendly switchgear finished in copper.
The configurable switches on the steering wheel are a nice touch, as they can also serve as physical controls for the A/C so you don’t have to fiddle with the screen all the time.
The seats are upholstered in soft vegan leather and feature hard outer shells adding a futuristic note. Geely designers played safe in terms of the dashboard layout, combining a 14.6-inch central touchscreen with an 8.8-inch instrument cluster.
There is also a 24.3-inch augmented reality head-up display helping keep your eyes on the road. Equipment is generous, including a panoramic sunroof, a 13-speaker Yamaha sound system, and a full suite of ADAS.
Photos Thanos Pappas for CarScoops
Rear passengers are also treated well. Thanks to the longer wheelbase, the X offers noticeably better rear legroom and headroom than the Volvo EX30, making it a far more comfortable choice for adults or small families.
There is also plenty of in-car storage including a multi-functional central armrest. However, the boot is equivalent of a subcompact hatchback with a capacity of 362 lt (12.8 cubic feet), and the tiny 21 lt (0.4 cubic feet) frunk is mostly for storing charging cables.
Comfort Is the Key
My drive was brief, just a few hours during the local media presentation, so this is not a full review, but it was enough to get a good feel for the Zeekr X’s personality.
As with the Volvo EX30, the excellent SEA platform has the robustness of larger segments. Here, it is combined with a softer suspension setup for even higher levels of comfort and slightly better soundproofing.
The steering has a nice feel, although I didn’t notice enough differentiation between the available modes (Comfort, Standard, and Sport). Still, the Zeekr X is more engaging than your average Chinese EV while keeping a neutral and predictable character in line with its Swedish R&D genes. The ADAS worked well overall, but a few over-eager alerts popped up on roads with faint lane markings.
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Performance-wise, the 268 hp RWD version feels plenty quick for daily use, making the 422 hp AWD variant seem somewhat indulgent. Interestingly, China’s updated models have bumped outputs to 335 hp and 489 hp respectively, hinting that future exports could get an extra jolt of power.
Overall, the extra range that should be around 400 km (250 miles) in real-life conditions and the extra playfulness of the RWD make it the preferred choice from my point of view – especially considering it offers a nearly identical equipment at a lower price.
In Greece, where we tested it, the base Core RWD starts at €34,990 ($40,700), while the Long Range RWD sits at €39,990 ($46,500), and the top Privilege AWD costs €44,990 ($52,300). Each trim comes fully loaded.
The closely related Volvo EX30, by comparison, ranges from €36,175 to €48,448, while the larger Tesla Model Y starts from €36,175. All prices include Greece’s €3,000 EV incentive.
Another indirect competitor at a similar price point is the larger and more practical Tesla Model Y that currently starts from €36,175 ($42,100) in the same market. Keep in mind that all of the aforementioned prices include a €3,000 incentive for EVs.
Zeekr representatives told us that the company plans on keeping prices consistent across all European markets. This means that the X will start from around €38,000 ($44,200) before incentives in Germany, undercutting its Volvo sibling and the Tesla Model Y by a couple of grand, while being almost €10,000 ($11,600) cheaper than the entry-level BMW iX1.
Eyes on Europe
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Zeekr has sold a total of 550,000 vehicles since its inception in 2021. The European rollout of the brand started in 2023, with new countries being added every year. The next step is to enter major European markets including Germany, France, Spain, Italy, and the UK by the end of 2026.
The brand’s R&D and design hub in Gothenburg, Sweden and regional offices in Amsterdam, the Netherlands, complement its Chinese operations, signaling long-term European ambitions.
Beyond the X compact SUV, Zeekr is currently offering the 7X midsize SUV and the 001 flagship shooting brake in the Old Continent. Still, the company’s Chinese lineup is much broader, including the 007 sedan, the Mix and 009 minivans, and the new 9X flagship SUV.
Verdict
After a short but telling encounter, the Zeekr X left a lasting impression. It feels more spacious, more comfortable, and more polished than the Volvo EX30 it shares bones with, while coming in cheaper. The ride quality, cabin refinement, and safety credentials suggest it’s one of the most convincing Chinese EVs yet to reach Europe.
If you can get past the unfamiliar badge, the Zeekr X makes a compelling case as a smart, well-rounded alternative in the compact electric SUV space.
2026 Semi gains 15% efficiency, new aero, and autonomy-ready hardware.
500-mile range and 1.2 MW charging target for faster long-haul turnaround.
Significant visual and structural changes separate it from earlier prototypes.
Tesla’s annual shareholder meeting was absolutely full of news. More than 75 percent of the company’s shareholders voted to approve Elon Musk’s one-trillion-dollar compensation plan, split into 12 tranches of shares that unlock only if Tesla meets a series of milestones over the next decade. Musk also confirmed that series production of the long-awaited CyberCab will begin in April next year.
The Roadster 2 demo is now slated for the same month, and in classic Musk style, the timing isn’t without a joke. He says it’s happening on April Fools’ Day, partly because it “affords some deniability.” If the demo slips, he quipped, “I could say I was just kidding.”
What’s New With the Semi?
And then there’s the Semi, which is heading for a redesign and full-scale production next year, following its unveiling all the way back in 2017 The redesigned Class 8 hauler gets meaningful efficiency gains, higher payload capacity, and a package clearly engineered around Tesla’s autonomy ambitions.
While the original Semi entered limited production back in 2022, this is a full-scale update with big aspirations and changes.
Efficiency is the biggest news. Tesla claims energy consumption drops to 1.7 kWh per mile, a 15 percent improvement over the current Semi. Paired with a 500-mile range rating, the update positions the new truck more competitively against rivals from Daimler and Volvo.
Drive power holds at 800 kW, but Tesla says that internal improvements under the skin, such as cooling, software, and thermal routing, provide more consistent performance under load.
Fast Charge Future
Another major upgrade is charging. The new Semi supports a peak rate of 1.2 MW (1,200 kW). That eclipses the current Megacharger output and allows for significantly shorter high-volume charging stops when paired with compatible infrastructure. Payload capacity also increases, though Tesla didn’t reveal by how much.
Visually, the Tesla truck looks a lot more like the rest of the family now. It gets a new Model Y-style front light bar, cleaner body surfacing, and a reshaped roof to improve aerodynamic flow. The black glass side panel is narrower, the bumper is reworked, and that continues to the wheel openings.
Tesla frames all of this as groundwork for a future autonomous freight platform. Amazingly, the brand and its CEO avoided reaffirming any specific Level 5 self-driving timelines.
How Fast Can It Build the Cybercab?
Elon Musk didn’t stop at teasing the Cybercab itself; he also boasted about how it would be built. According to him, the dedicated production line will operate on an astonishing sub-10-second cycle time, compared with the roughly one-minute rhythm it currently takes to assemble a Model Y.
If that target holds, Musk suggested, it could translate to an annual output up to five million Cybercabs, a figure that would eclipse the production pace of nearly any vehicle on the road today. Still, as with most of Musk’s projections, take everything said with a grain of salt.
Either way, it’s going to be a wild year for Tesla. From Semi production ramp-up to the launch of the Cybercab and the potential demo of the Roadster, there’s a lot to live up to and lots that could go wrong.
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