For the second time in as many months, Rivian has issued seatbelt-related recall in the States. While the last action involved nearly 35,000 units of its electric delivery van, this latest one affects a smaller number of consumer vehicles and specifically, the 2022–2025 Rivian R1T and the 2022–2026 Rivian R1S.

Read: Rivian Van Owners Are Learning A Small Habit Can Lead To A Big Problem

According to the company, the second-row seatbelt retractor bolt might not have been correctly installed during production. If improperly secured, the retractor could fail to restrain passengers in a crash, posing a higher risk of injury for those seated on the driver or passenger side.

Rattles May Hint at a Problem

In some cases, owners may notice a rattling sound coming from the area around the left or right C-pillar. Apparently, this can be an early sign that the seatbelt retractor wasn’t firmly fixed in place.

The recall affects a total of 869 vehicles, evenly split between both models. That includes 434 R1T trucks built from September 15, 2021, through April 10, 2025, and 435 R1S SUVs manufactured between May 9, 2022, and May 15, 2025.

Rivian reports no known accidents or injuries linked to the issue. The company first took notice on September 16, 2025, when a technician discovered a loose retractor during a routine service on an R1T. After months of follow-up, Rivian says it hasn’t uncovered additional defective assemblies but has still opted to move forward with the recall as a precaution.

Owners will be alerted to the recall from March 9. To resolve the problem, Rivian will properly secure the seatbelt retractor assembly in any affected vehicles free of charge.

This recall is unrelated to the earlier issue involving the company’s EDV vans. In that case, the problem stemmed from repeated misuse, where the seatbelt pretensioner could be damaged if the driver sat on the belt while it remained buckled beneath them.

Just days after Canada and China finalized a trade agreement slashing tariffs on Chinese electric vehicles from 100 percent to 6.1 percent, Ontario Premier Doug Ford has gone on the offensive.

Warning that the move could deliver a serious blow to Canada’s domestic auto industry, Ford is urging Canadians to steer clear of Chinese EVs altogether and “boycott” them, arguing the deal risks local jobs and undermines the country’s manufacturing base.

Read: Canada Just Invited China’s Biggest EV Makers To Build Cars On America’s Border

Ford didn’t wait for the details to land before voicing his concerns. Long before the tariff change was confirmed, he was already firmly against any auto-related trade agreement with China. According to the Ontario Premier, Prime Minister Mark Carney pushed the deal through without proper consultation.

Ford Sounds the Alarm on Local Jobs

“Maybe a few people might buy them, and I just discourage anyone from buying a Chinese vehicle,” Ford said at a press conference.

“But if they decide to do that, at what cost is it? Is it at the cost of your neighbor down the street that’s working in the auto sector that he’s not going to have, or she’s not going to have a job? Boycott the Chinese EV vehicles. Support companies that are building vehicles here. This is a team Canada approach. We gotta stick together.”

Who Really Benefits From the Deal

In announcing the dramatic tariff reduction, Carney stated that several Chinese carmakers have shown interest in building affordable electric vehicles on Canadian soil. Under the new deal, 49,000 EVs from China can be imported to Canada at the lower 6.1 percent tariff. Although Carney would welcome Chinese brands building cars locally, Ford isn’t convinced by the idea.

“The numbers just don’t add up,” he said. “Even if they do start assembling, how about the supply chain? They come, and they assemble, but they bring all Chinese parts in; that means nothing. We want to make sure we produce Canadian cars by Canadians, with the R and D and the specs and everything, and the steel, and the aluminum from Canada. It’s as simple as that.”

Are EV Incentives Needed?

Ontario Green Party Leader Mike Schreiner, speaking to CTV News, said the province should be looking at practical steps to build demand for Canadian-made EVs instead of clearing the way for imports.

“The federal government’s deal with China threatens Ontario’s automotive industry,” he claimed. “This is even more reason for the premier to take bold action to bring forward a complete plan to protect Ontario workers by going all-in on incentives to create demand for Ontario-made EVs.”

The Chevrolet Equinox EV is one of GM’s most important electric vehicles, serving as a homegrown competitor to the likes of the Tesla Model Y and Ford Mustang Mach-E. But more than 80,000 units are now being recalled across the United States for a rather unusual reason: they’re too quiet.

Under US regulations, all new electric vehicles must emit a pedestrian warning sound at speeds below 6.2 mph (10 km/h) to ensure they’re audible in areas like parking lots. While the Equinox EV is equipped with such a system, GM has admitted it isn’t doing its job properly. The system was miscalibrated during production and doesn’t produce sufficient sound to alert nearby pedestrians.

Read: Chevrolet Equinox EV’s Adaptive Cruise Control May Not Activate Brakes

Given the volume of vehicles rolling out of GM’s Ramos Arizpe Assembly plant in Mexico, this isn’t the sort of issue that should have slipped through unnoticed. According to the National Highway Traffic Safety Administration (NHTSA), an Equinox EV that can’t be heard poses a genuine risk to pedestrian safety.

The recall affects a total of 81,177 Chevrolet Equinox EVs. Of those, 59,537 are from the 2025 model year, built between July 22, 2024, and August 12, 2025. The remaining 21,640 units belong to the 2026 model year and were assembled between April 7 and December 16 of 2025.

GM launched an internal investigation in November after one of its engineers filed a report through the company’s Speak Up For Safety program, flagging the issue during testing of a 2025 model.

Surprisingly, this isn’t GM’s first brush with a too-quiet Equinox EV. In September of the previous year, the automaker recalled 23,700 units from the 2024 model year for the exact same problem. Those earlier vehicles used a different calibration than the 2025 and 2026 models now being flagged.

The one bit of relief for owners is that the fix is straightforward. GM will deploy an over-the-air update to recalibrate the body control module. For those who prefer in-person service, a dealership visit remains an option. Notifications will begin reaching owners on February 2.

Tesla’s Cybercab may be the company’s most pivotal vehicle since the Model Y, aiming to put self-driving technology within reach of the average buyer. Development appears to be moving along as the company works to ensure the aerodynamic two-door can handle the demands of daily driving, which, in Tesla’s case, can often mean leaving a few details to be sorted out after launch.

Progress, though gradual, appears to be underway. This week, an uncamouflaged Cybercab prototype was spotted cruising through Chicago by Instagram user Fbombbaggers (via DennisCW /X).

Sporting Texas plates, the test vehicle looks nearly identical to the concept shown in late 2024, though a few practical adjustments have been made to prepare it for the street.

Read: Tesla Spent Big On Cybercab Branding, Now Someone Else Owns It

The most obvious update is the presence of small triangular wing mirrors, a feature notably absent from the concept. But it’s not the mirrors that have Tesla fans excited. It’s the fact that this prototype has been fitted with a washer jet for the rear camera, an incredibly simple but genuinely useful detail that remains absent from other Tesla models.

In a photo shared online, liquid can be seen dripping from the center of the rear fascia, exactly where the camera is mounted. No current Tesla model includes a washer for the rear camera, even though many other automakers treat it as standard equipment. That’s changing here, and there’s a very specific reason why.

Take a close look at the back of the Cybercab and you’ll spot what’s missing: there’s no rear windshield. None. The production model relies entirely on a digital feed from its rear-facing camera for rearward visibility. Which means the camera can’t afford to be obstructed.

That detail forces Tesla’s hand. Unlike its higher-end models, where features are sometimes omitted in the name of cost savings or minimalist design, the Cybercab’s layout demands a washer. It’s no longer optional.

And while the Cybercab is expected to be Tesla’s most affordable vehicle yet, the addition of a camera washer here likely points to wider adoption across the lineup in the future. Standardizing components is one way to keep production costs in check.

Steering Wheel And Pedals?

No images of the interior of this particular prototype have been released, but it was almost certainly fitted with a steering wheel and pedals, as other recent Cybercab test mules have been.

Although Tesla audaciously claimed the Cybercab would have no need for a steering wheel or pedals at its launch, it’s appearing increasingly likely that the EV will be more traditional than originally planned.

Late last year, Tesla board chair Robyn Denholm noted that, “If we have to have a steering wheel, it can have a steering wheel and pedals.” As Tesla’s self-driving system falls well short of Level 4 or Level 5 autonomy, it needs traditional controls if it wants to sell the EV in any significant numbers.

Tesla Cybercab Concept

When Jaguar announced nearly five years ago that it would completely reinvent itself as an EV-only ultra-luxury brand, setting its sights on Bentley rather than the familiar and more attainable German premium rivals like BMW and Audi it had competed with for decades, the plan sounded ambitious, perhaps too ambitious. It still does today.

Read: Jaguar’s New EV Growls Like A V8 And It’s Messing With Your Brain

Now, some of Jaguar’s retail partners are raising uneasy questions. With EV sales cooling or inching forward at a snail’s pace in key markets, skepticism around the brand’s pivot is mounting. Industry analysts are voicing similar concerns, suggesting Jaguar may be targeting a shrinking share of an already narrow segment.

Trouble in the Transition

Dealer sources say Jaguar is aiming to sell around 10,000 cars a year, aligning with Bentley’s current output. But the target, while tidy on paper, is drawing doubt. That kind of volume is tough to achieve in the luxury EV segment, where few models have made real headway.

“I doubt that Jaguar’s strategy will work,” S&P Global analyst Martin Benecke told Auto News. “Jaguar wants to go where other luxury manufacturers are withdrawing due to a lack of demand. Which customers does Jaguar want to reach with its electric luxury cars? I don’t know whether you can survive with this strategy.”

Does The Type 00 Have A Business Case?

The first of Jaguar’s next-generation EVs is a luxurious four-door model previewed by the Type 00 concept. It’s expected to carry a starting price of around $130,000 in the US, making it more expensive than the Mercedes-Benz EQS. If sales fall short, reworking the platform for hybrids or combustion engines could prove, if not impossible, certainly both difficult and expensive.

Dealer Uncertainty Meets Cautious Optimism

shproshots

“At the moment, there is no clear business case for Jaguar,” one dealer told Autonews. “We have committed in principle, but whether we fully invest will depend on the final strategy.”

Still, not everyone is pessimistic. Some people are onboard, including the chairman of the German Jaguar and Land Rover Dealers Association, Andreas Everschneider. According to him, “the restart is an opportunity,” but he has warned that Jaguar must avoid falling into the trap of overproduction.

“If Jaguar repeats the mistakes made by other premium brands and floods the market, prices will collapse,” he said. “In that case, the luxury strategy will fail.”

BYD has quickly become one of the most significant forces in the global auto industry’s post-Covid transformation, expanding its reach at speed and establishing itself as a dominant player in both EV and PHEV segments. Its rise has been rapid, but not without friction, especially in countries where shifting electrification policies continue to create uncertainty.

Speaking at the World Economic Forum in Davos, Switzerland, BYD executive vice president Stella Li called out the complications these changing policies create for manufacturers.

Read: The EU Blinked And Gas Cars Live To See Another Generation

In her view, the constant shifts make it difficult for companies like BYD to commit capital or build out reliable supply chains. The result, she said, is a climate that “will confuse manufacturers.”

Can Carmakers Keep Up?

“The back and forth policies at the national level have made it more difficult for industry to throw all in and ramp up the way that some of the Chinese companies have been able to,” she revealed, during a panel discussion.

When governments draw a “very clear line” and stick to it, automakers can plan more confidently, Li said. She added that stable direction helps them execute consistently and align their production timelines with long-term goals, according to a report from Business Insider.

The contrast between the Biden and Trump administrations highlights just how disruptive these swings can be. While BYD hasn’t felt the effects of U.S. policy, the European Union’s recent decision to scale back its proposed 2035 ban on internal combustion engine vehicles could potentially impact the company’s future strategy in the region.

China Leads EVs

Li pointed out that China continues to lead the global EV sector. She credited the country’s expansive charging infrastructure, fast-moving technology, and high consumer demand as key factors driving adoption.

Elaine Buckberg, former chief economist at General Motors, echoed the need for regulatory stability during the panel discussion. She emphasized that predictable incentives play a central role in supporting long-term investment.

“Keeping those incentives stable, that’s really powerful,” she said. “That’s a place where the US is really pulling back under the Trump administration.”

It’s no secret that Tesla had a tough run in Europe last year. After several years of outpacing legacy automakers in EV sales, 2025 brought a sharp reversal that few would have seen coming just a couple of years ago. The brand that once led the electric car race is now falling behind a familiar rival with a very different backstory.

Read: BYD Sold Nearly Three Times As Many Cars As Tesla In Europe

Volkswagen sold more battery-electric vehicles in Europe than Tesla last year. Yes, VW, the same manufacturer that was mired in the diesel emissions scandal just as Tesla was gearing up for the Model 3, has now overtaken the American brand on its home turf.

Changing of the Guard

According to figures from Dataforce reported by Autonews, the VW brand moved 274,417 fully electric vehicles in Europe in 2025, a jump of 56 percent from its 2024 total of 175,654. Things weren’t so pretty for Tesla.

Its sales declined 27 percent last year, dropping from 326,714 units to 238,765. This came despite the fact that the Tesla Model Y remains Europe’s best-selling EV with 151,331 units sold last year, significantly more than the 94,106 Skoda Elroqs that were sold over the same period. However, Model Y sales were still down 28 percent from 2024, when 210,265 were sold.

Europe’s Best-Selling EVs

Dataforce

Helping the VW brand take the top place from Tesla is the fact that it has a larger range of EVs. For example, the VW ID.4 sold 80,123 units last year, up 23.8 percent. A total of 78,667 VW ID.3s were sold, up 44.4 percent. The ID.7 also saw growth, with 76,368 units finding new homes, a 137.2 percent rise.

To put these figures into perspective, Tesla sold 86,261 Model 3s. And while that beat out any individual VW model, it was still down 23.6 percent from 2024.

VW Conquers All…Almost

VW’s strong year wasn’t limited to EVs. It also topped Europe’s plug-in hybrid (PHEV) segment, selling 159,173 units, a 205 percent jump from 2024. That was enough to comfortably beat BMW, with 142,285 sales, followed by Mercedes-Benz at 135,878 and Volvo at 104,270.

The VW brand also led in both gasoline and diesel vehicle sales. Its gas-powered lineup moved 737,821 units in 2025, staying well ahead of Peugeot’s 492,133, despite VW recording a 7.3 percent decline. Diesel sales reached 269,277 units, down 19.4 percent from the previous year, but still enough to edge out Mercedes, which sold 250,326.

Europe’s Top-Selling EV Brands

Dataforce

Traditional hybrids were the only powertrain segment that VW didn’t take top honors in, as Toyota held the crown with 626,675 sales. Although VW didn’t rank in the top five, things could change this year as it plans to launch the new T-Roc, complete with a hybrid powertrain.

The Lotus Eletre might soon become a far more accessible proposition in Canada, thanks to a new trade agreement with China that could take a wrecking ball to the electric SUV’s bloated sticker price. What is now priced well into super-luxury territory may soon fall within reach for a much broader group of buyers.

Read: We Drove Lotus’ Electric SUV To See If It Can Silence Its Haters

As in the United States, 100 percent tariffs have pushed the Eletre’s price in Canada into the stratosphere, starting at a jaw-tightening CA$313,500 (about US$226,000 at current exchange rates). That puts it in the same league as a mid-spec Bentley Bentayga and even pricier than the Lamborghini Urus E. In the U.S., things aren’t much better, with a starting price of US$229,000 before delivery.

Tariff Relief

With the new policy in effect, the first 49,000 Chinese EVs imported into Canada each year will now face a reduced 6.1 percent tariff. Lotus claims this will cause the Eletre’s price to “fall sharply by about 50 percent.”

However, it’s worth noting that under the terms of the agreement, half of those 49,000 vehicles are required to start below CA$35,000 (US$25,000), which the Eletre most definitely does not.

Lotus announced the change on Chinese social media, although it stopped short of confirming a new starting price for the Eletre. If it does indeed drop by 50 percent, it could start from around CA$156,000 ($112,500), significantly undercutting the Urus and positioning it closer to the Porsche Cayenne GTS, which starts at CA$134,800 ($97,200).

“Canada has always been an important market with great strategic significance in the global territory of Lotus sports cars,” Lotus Group chief executive Feng Qingfeng wrote in a social media posting. “Users here have a high appreciation for high performance and driving pleasure. We warmly welcome the new tariff optimization policy, which has created a more open and fair market environment for international car brands.”

More: Canada Just Invited China’s Biggest EV Makers To Build Cars On America’s Border

Lotus currently operates six dealerships across Canada and will no doubt be eager to ramp up sales of the Eletre. The flagship model features a pair of electric motors that combine to produce 905 hp, allowing a 0-100 km/h (62 mph) in a blistering 2.95 seconds and reach a 265 km/h (164 mph) top speed. It also has a quoted WLTP range of 280 miles.

A Hybrid Eletre Is in the Works Too

Lotus isn’t stopping with just the all-electric Eletre. A hybrid version is also in the works, offering an alternative path for buyers who aren’t quite ready to go fully electric. Official documents out of China confirm that this variant, called the Eletre For-Me, retains the SUV’s shape and layout but adds a turbocharged four-cylinder engine to the mix.

Read: Lotus Dropped A Gas Engine Into The Eletre SUV

It’s Lotus’s first step back from its earlier pledge to go EV-only, and while the full specs haven’t been disclosed, early reports point to a combined output of 952 hp, slightly more than the current top-spec Eletre R.

We had a chance to review the all-electric Eletre last year and were pleasantly surprised. It’s quick, feels well-built, and has a beautiful interior that suits the category. Will those qualities be enough to convince Canadians to buy it if the price drops by half?

Canadian Prime Minister Mark Carney says several Chinese carmakers are showing interest in building affordable electric vehicles on Canadian soil, just days after the country signed a new trade agreement with the world’s largest EV manufacturing nation.

Read: Canada Just Let Cheap Chinese EVs Back In

Carney met with Chinese President Xi Jinping in Beijing late last week, where the two leaders finalized a deal that will sharply cut tariffs on Chinese EVs entering Canada, dropping them from 100 percent to 6.1 percent. As part of the agreement, a cap will initially limit imports to 49,000 vehicles per year, with half of those required to start below CA$35,000 (roughly $25,000 USD).

Framing the cap as a measured opening rather than a floodgate, Carney pointed out that 49,000 vehicles matches the number of Chinese-made EVs imported into Canada in 2023.

A Cautious Green Light

“We’ve had direct conversations directly from the Chinese companies…and collectively are the world’s leaders in this space, with explicit interest and intention to partner with Canadian companies,” Carney said.

He described the deal as a phased rollout designed to encourage collaboration between Chinese automakers and local firms. “This is an opportunity for Ontario. It’s an opportunity for Ontario workers, an opportunity for Canada, done in a controlled way with a modest start,” he added.

Any Chinese car manufacturer that intends to build EVs in Canada will need to meet the nation’s labor standards, Carney said, and reiterated that he wants to see Canada remain competitive in the auto market well into the future.

“We don’t want to be competitive in the market of 2000, 2010,” he said. “We want to become competitive in the market in the future.”

A Small Slice of the Market. For Now

To address concerns about disruption, Carney pointed out that the import cap amounts to less than three percent of Canada’s annual new car sales, which hover around 1.8 million vehicles. He called the agreement a “modest” first step, noting that a review is built into the deal after three years to gauge market impact.

Perhaps surprisingly, US President Donald Trump said the trade deal was a good one, despite US Trade Representative Jamieson Greer deriding it as “problematic for Canada.” According to Trump, “Well, it’s okay. That’s what he [Carney] should be doing. If you can get a deal with China, you should do that.”

Premier Hits Out

Not everyone is a fan of seeing Canada reduce tariffs on Chinese EVs. Ontario Premier Doug Ford has criticized the deal, claiming it will hurt the local economy.

“By lowering tariffs on Chinese electric vehicles, this lopsided deal risks closing the door on Canadian automakers to the American market, our largest export destination, which would hurt our economy and lead to job losses,” he said, according to CP24.

Unifor National President Lana Payne also voiced concern. “Providing a foothold to cheap Chinese EVs, backed by massive state subsidies [and] overproduction…puts Canadian auto jobs at risk while rewarding labour violations and unfair trade practices,” she said.

If there were an award for the automaker with the least inspiring lineup, Mitsubishi might have a strong claim to it. But change is on the horizon. The Japanese brand is set to add some spark to its range with a new all-electric model, even if, as has become something of a pattern lately, the vehicle won’t be one of its own creations.

Read: Foxconn’s Pininfarina-Designed Model B Could Steal Tesla’s Thunder In The Small Segment

As covered previously, Mitsubishi has teamed up with Taiwanese contract manufacturer Foxconn, best known for assembling the iPhone. Together, they’ll introduce an electric hatchback based on Foxtron’s newly unveiled Bria designed by famed Italian studio Pininfarina.

That car, based on the striking Model B Concept, made its production debut in Taiwan and could bring a welcome dose of personality to Mitsubishi’s offerings.

Powering the Bria is a 57.5 kWh lithium-iron phosphate battery pack, and so far, three variants have been confirmed. Both the Elegant and Emerge models use a single 229 hp electric motor at the rear, allowing them to hit 100 km/h (62 mph) in 6.8 seconds.

For those wanting more punch, there’s the dual-motor Pioneer model. With all-wheel drive and a combined 400 hp, it cuts the sprint to 100 km/h down to just 3.9 seconds.

It’s unclear if the Mitsubishi version will retain the same specifications, but we suspect it will. A few months ago, I spotted a prototype of the Model B being tested in Melbourne, Australia, albeit without any Foxtron branding.

This is because the two companies are eyeing Australia as one of the car’s most important markets, and are believed to be fine-tuning the suspension for local road conditions.

The name of the Mitsubishi-branded EV hasn’t been confirmed, but recent trademark filings suggest a direction. According to Drive, the carmaker has secured rights in Australia for the names ‘ASX GT-e’ and ‘ASX VR-e’.

Golf Size

Dimensionally, the Bria measures 4,315 mm (169.8 inches) long, 1,885 mm (74.2 inches) wide, and 1,535 mm (60.4 inches) tall. That makes it slightly longer and wider than a Volkswagen Golf, and comparable in scale to the electric MG 4.

Considering this is Foxconn’s first production EV, the Bria makes a strong visual impression. It bears no resemblance to anything in Mitsubishi’s current stable, but that’s unlikely to be an issue. Mitsubishi has a long history with rebadged models, so it’d probably be happy to sell the Bria as is.

Mercedes-Benz’s decision to offer an all-electric version of the G-Class hasn’t come without controversy. After all, one of the most iconic and traditionally rugged off-roaders can now glide along in complete silence.

Still, fresh off a strong 2025 for the G-Wagen lineup in America, Mercedes is moving ahead with its electrification strategy, now aiming to boost interest in the G580 with EQ Technology.

Read: Mercedes’ Electric G Flops So Hard It Could Change What Comes Next

The electric G-Class is currently offered with a $10,000 Incentive Bonus, now available whether you lease or buy the vehicle outright. Previously, this discount was capped at $5,000 and applied only to lease agreements, according to Cars Direct.

Whether that’s enough to sway potential buyers is another matter entirely.

The G580 starts at $164,550 including destination. However, as is often the case, finding one at base MSRP is nearly impossible. A quick search on Cars.com turned up 224 listings, with only a single example priced at MSRP. Most hovered between $180,000 and $190,000.

Even so, at base price, a $10,000 discount, while not insignificant, doesn’t sound like it will do much to tip the scales. It amounts to roughly 6 percent off, and for typical G-Class buyers, that might equate to a minor financial blip, not a reason to commit.

Sales Flop

Mercedes recently confirmed it delivered 49,700 G-Class vehicles globally last year, a 23 percent jump over the previous year and a new high-water mark for the model. What it didn’t share is how many of those were the electric G580 and how many still carried internal combustion.

However, reports from early last year described the G580 as a sales “flop,” noting that just 1,450 examples had been sold in Europe as of April 2025, and only 58 in China. It was also claimed that Mercedes had failed to sell a single example in the US, though that was never officially confirmed.

While Lucid has carved out a niche in the premium EV market with impressive engineering and design, even the most advanced models aren’t immune to real-world ownership realities. Software hiccups aside, the Lucid Air remains a strong contender, but like many luxury electric vehicles, it faces steep depreciation, a fact this particular seller encountered firsthand.

Read: Spilled Water Bricks Lucid, Repair Costs As Much As A Used Corolla

This 2025 Air, finished in Fathom Blue Metallic, is the Grand Touring variant. It sits near the top of Lucid’s lineup, just below the range-topping Air Sapphire, which plays in near-hypercar territory when it comes to straight-line performance.

A look at the window sticker shows a base price of $110,900 before destination charges. This example came well-optioned, including the $5,500 Tahoe extended leather package, Lucid’s $2,500 DreamDrive Pro driver assistance system, and $3,750 power front seats equipped with massage and ventilation.

What’s The Price Of Premium?

With these extras and a $1,500 delivery fee, the total MSRP climbed to $124,950 before taxes. The seller acquired the car less than a year ago, making the next part of the story particularly painful.

According to the Cars & Bids listing, the original owner bought it in February of last year and drove it just 6,500 miles (10,500 km) before putting it up for sale a few days ago. Despite being in near-new condition, it sold for only $75,500. That’s a brutal financial loss of $49,450. And that’s before taxes and other expenses like registration fees. It’s a sharp reminder of how rapidly luxury EVs can shed value.

Cars & Bids

The good news, if you’re the buyer, is that much of that initial depreciation has likely already happened. Although the car will continue to lose value over time, as most do, the worst of the drop may be behind it. Some 2022 Air Grand Touring models are now changing hands for prices in the mid-$50,000 range, so this one may continue along that curve.

Read: Popular YouTuber Got Critical With Lucid, And Things Didn’t End With A Shrug

Still, for a long-term owner, there’s reason to feel good about the purchase. They’ve essentially sidestepped nearly $50,000 in immediate depreciation, while gaining access to one of the most refined and tech-laden luxury sedans available.

The Air Sapphire has attracted most of the buzz over the past couple of years, but the Grand Touring remains extraordinarily impressive. It has a pair of electric motors with a combined 819 hp, allowing it to hit 60 mph (96 km/h) in around 3 seconds. In addition, it has an exceptional driving range of 512 miles (824 km), among the highest of any current EV in the market.

Cars & Bids

Not long ago, Germany made a sharp U-turn on electric vehicle incentives, pulling the plug on subsidies just as local automakers were counting on them to shore up faltering demand. Unsurprisingly, sales tanked. Now, the government is reversing course once again, preparing to reinstate a new subsidy program aimed at reviving interest in EVs.

Read: Mercedes Keeps Its Most Affordable Model Alive, But It Won’t Be German Soon

The upcoming scheme will offer buyers between €1,500 ($1,742) and €6,000 ($7,000) in incentives, depending on the vehicle, household income, and family size. The total budget stands at €3 billion ($3.48 billion), enough to support around 800,000 vehicles under the plan.

No Barriers for Foreign EVs

Unlike some neighboring countries, Germany’s EV subsidy will be open to all manufacturers, including Chinese brands. According to Bloomberg, the government has confirmed it will not impose origin-based restrictions, with Environment Minister Carsten Schneider saying there’s no evidence of a flood of Chinese imports and that local brands are strong enough to compete.

Germany’s subsidies will be offered through 2029, and applications can be submitted retroactively to January 1, 2026. An online portal is scheduled to be launched in May to handle applications.

The program was first announced last October and has been designed to mostly benefit low- and middle-income households. Final terms are expected to be revealed later in the year.

A Reboot for EV Incentives

Germany previously ditched its EV incentives in late 2023 due to budgetary issues. This immediately triggered a 27 percent decline in EV sales in 2024.

There’s now a new government in power who are clearly eager to see the sales of electric cars rebound, even though the European Union did recently give car manufacturers a major reprieve in reversing the proposed 2035 ban on new cars with internal combustion engines.

In late last year, it was reported that the new incentive scheme would only provide subsidies for new EVs costing less than €45,000 ($52,300), but it’s unclear whether this cap has been confirmed. Additionally, it had been reported that only individuals earning less than €45,000 ($52,300) would be eligible.

Germany’s earlier EV incentive program, which ran from 2016 to 2023, distributed roughly €10 billion ($11.6 billion) in subsidies to buyers.

What Else Comes With the Package?

Alongside the new funding package, the program comes with additional efforts to support EV uptake, including a tax break for electric vehicles extended through 2035. Estimated to cost around €600 million (about $700 million) in forgone revenue, the move reflects the coalition’s backing for a slower, more flexible transition, even as the future of combustion engine bans remains under debate.

Ford may be pulling back on its EV spending, but it isn’t walking away from electrification. Instead, the company may be taking a different approach, and that path could lead through China. Specifically, Ford is reportedly in early talks with BYD, the Chinese automaker that recently overtook Tesla as the world’s top EV producer, to source batteries for its next hybrid models.

According to a report from the Wall Street Journal citing sources familiar with the discussions, nothing is finalized, and a deal may not materialize. But if it does, one idea under consideration is for Ford to begin importing BYD batteries for use in its factories outside the United States.

Read: Hold Your Horses, Ford Might Be Working On A Hybrid Pony Car

In response to the report, Ford didn’t confirm or deny the potential partnership. “We talk to lots of companies about many things,” the company told the newspaper. That kind of non-denial tends to say a lot without saying much at all.

BYD, while primarily known for its battery manufacturing in China, has been expanding its footprint globally, building production capacity in Brazil, Europe, and Southeast Asia.

Why BYD Might Be the Answer

The timing of these talks aligns with a major pivot inside Ford. The company recently took a $19.5 billion write-down after scaling back several electric vehicle initiatives, including high-profile battery joint ventures with South Korean firms SK On and LG Energy Solution. Alongside a renewed emphasis on internal combustion models, Ford plans to grow its hybrid lineup, an area where BYD already excels.

The Chinese company is one of the world’s largest producers of hybrid vehicles and battery packs for cars. Instead of launching new factories or reviving shelved partnerships, Ford might simply buy batteries directly, streamlining its supply chain as it targets a goal of having hybrids, plug-in hybrids, and EVs make up half of its global sales by 2030.

Will Washington Push Back on a BYD Deal?

Any such deal is unlikely to go over well with the Trump administration. Shortly after reports surfaced that Ford was speaking with BYD, top Trump trade advisor Peter Navarro hit out at the plan.

“So Ford wants to simultaneously prop up a Chinese competitor’s supply chain and make it more vulnerable to that same supply chain extortion?,” he wrote on X. “What could go wrong here?”

Meanwhile, Donald Trump took a different tack. Speaking to reporters in Detroit, the president said he welcomed foreign firms, including those from China and Japan, setting up shop in the States, as long as they employed American workers.

“You know, those tariffs are keeping the foreign autoworkers. Now, if they want to come in and build the plant and hire you and hire your friends and your neighbors, that’s great. I love that,” said Trump. ” Let China come in. Let Japan come in. They are. And they’ll be building plants, but they’re using our labor.

The unveiling of the EV2 in Brussels marks another step in Kia’s relentless expansion into the electric market, and it could easily become one of the brand’s biggest hits. Aimed at the new Renault 4, the EV2 draws on proven tech and echoes the design language of Kia’s larger electric SUVs. There’s also the possibility of a full-bore GT version joining the range.

Read: Kia’s EV2 Is Like A Renault 4 Without The Nostalgia

Kia has so far confirmed the EV2 will be offered as standard with a compact 42.2 kWh battery pack and a 145 hp electric motor driving the front wheels. With a claimed range of 197 miles (317 km), it’ll be best suited to urban dwellers and those who can charge at home.

Soon after, a GT-Line version will arrive, featuring a larger 61 kWh battery and a potential range of up to 278 miles (448 km). Kia hasn’t yet confirmed how much power the upgraded model will offer.

Is a Hot GT Variant in the Works?

A fully-fledged GT version would sit above these models in Kia’s line-up, and could serve as a rival to the Volkswagen ID. Polo GTI, albeit in a slightly larger package than the German hatchback. When asked by Autocar about the possibility of such a version, Kia Europe’s planning chief Alex Papapetropolous didn’t rule it out.

“At launch, we’re going to have Air and Earth trims, with GT Line following in June,” he said. “Of course, we’re looking at life-cycle animations on EV2, and it’s a segment that customers are very keen and receptive to have those life-cycle updates in, so we’re looking at adding more trims in the future.”

No AWD, No Problem?

If an EV2 GT is released, it will be quite different than Kia’s other electric GT models. Kia hasn’t engineered the car to support all-wheel drive, meaning it’d have to stick to front-wheel drive. That’s not the end of the world, but it does mean it wouldn’t be able to match the EV3 GT and EV4 GT, both rated at 282 hp, and would likely land closer to the 200 hp mark.

Kia would also have to reduce torque steer as much as possible. The front-wheel drive EV5 we drove last year was riddled with torque steer with its 215 hp and 229 lb-ft (310 Nm), and an EV2 GT would have far less weight to move.

The wait is nearly over. After years of speculation and teasers, Mercedes-Benz’s smaller G-Class is finally edging closer to production, The compact G-Wagen sticks closely to the blocky proportions of its full-sized counterpart, aiming to carry over much of its tough, go-anywhere character.

Shrunk in scale but not in identity, it’s being positioned to take on Land Rover’s downsized Defender in the growing premium off-roader market.

Read: A Baby G-Wagon Is Coming, And Yes, It Still Looks Kind of Badass

Although this isn’t the first time the model has been spotted in testing, these new images give us the clearest view yet. Caught undergoing cold-weather trials in Europe, the compact Mercedes is visibly shorter and lower than the full-fat G-Class, but the family resemblance is obvious.

SHproshots

Peek through the camouflage and you’ll spot familiar round headlights, likely paired with a sizeable grille up front. The front fascia sits tall and upright, though the overall lines are slightly more sculpted than the full-size version. It keeps that classic G-Class stance but smooths out a few edge around the corners – literally.

According to Gordon Wagener, former Mercedes design chief, the baby G was intended to look “a touch more modern than the big one.” He made that point in an interview with Car Magazine last year, and it tracks. One of the more interesting new details is the small, triangular rear side windows.

Underpinning the compact G is a brand-new platform, entirely separate from the full-size G-Class’s traditional architecture. It abandons the ladder-frame chassis, a move that might raise questions about hardcore off-road capability and towing strength. However, the payoff should come in the form of a more refined on-road experience, with smoother ride quality and improved daily comfort.

Former tech boss Markus Schäfer referred to the platform as a “miniature ladder-frame chassis” while speaking to Autocar last year. While it isn’t a true body-on-frame setup, he explained that it shares key qualities, particularly in suspension geometry and wheel sizing. So while it won’t match the full G-Class for rock-crawling antics, it won’t be soft either.

What Will Power It?

Then there’s the all-important question of powertrains. The mini G-Class will debut as an EV, which may catch some by surprise, given the current state of the market, especially here in the US. However, remember, this is a global model and there’s plenty of interest in EVs in major markets like China and Europe.

Details on the battery pack and electric motors are still scarce, but it would make sense for Mercedes to draw from the technology used in the latest CLA and GLC EVs. That would help ensure the new model delivers a reasonable driving range along with sufficient performance.

Whether combustion-powered versions will arrive after the new baby G is released remains unclear. Demand for the full-size electric G580 with EQ Technology hasn’t been particularly strong, so it would make sense for Mercedes to at least consider offering a few combustion powertrains. In that scenario, hybrid models might also be on the table, though nothing has been confirmed.

SHproshots

Canadian Prime Minister Mark Carney is visiting China this week on a politically significant trip, one that could carry broad implications for America’s northern neighbor, especially for its closely watched automotive sector. Among the issues likely to come up is the contentious matter of auto tariffs

Back in 2024, the Canadian government imposed sweeping 100 percent tariffs on Chinese-made electric vehicles, as well as steel and aluminum. China didn’t take long to respond, slapping retaliatory tariffs on Canadian seafood, pork, and canola.

Read: Canada Could Decide The Fate Of Chinese EV Tariffs As Carney Meets Xi

While some provincial leaders have been quietly pushing for a reciprocal easing of trade restrictions, Ontario Premier Doug Ford has taken a decidedly harder line. He has made it clear that he does not support lifting the tariffs on Chinese electric vehicles under any circumstances.

“I’m absolutely 100 per cent dead against this,” Ford told reporters. “I’ll reach out to him and text message and just tell them our concerns.”

“I’m very concerned and so are my friends in Michigan concerned,” the premier said after a meeting with Republican and Democratic state representatives from Michigan, according to The Star.

“When you have the Chinese government wanting to dump cheap Chinese parts and cheap vehicles here, it costs Canadian and American jobs,” said Ford. “This is nothing against the folks in the canola business or soybean — we have a thriving soybean business here, too — so it’s not about them. I fully understand why Premier Moe is concerned, but he’s protecting Saskatchewan.”

Could Local Production Change the Narrative?

Interestingly, Ford isn’t inherently opposed to Chinese brands. In fact, he recently expressed his openness for a Chinese brand to come to Canada and to set up a production facility in Ontario.

“If they’re willing to come here and invest in a plant just like GM, Stellantis, Ford, Volkswagen, Honda, Toyota and come here and manufacture, create jobs, and create parts here, well, now we’re on a whole different page,” he said.

Canadian Chinese Tensions

Carney’s diplomatic stop marks the first official visit to China by a Canadian Prime Minister in eight years. Political tensions have simmered between the two countries since 2019, when Canadian authorities detained a Chinese tech executive in Vancouver. In apparent retaliation, two Canadian citizens were arrested and held in China for nearly three years, according to CBC.

Despite those strains, China could become an increasingly important economic partner for Canada in the coming decade. The Canadian government has set a target to double non-U.S. trade by 2035, a goal that would almost certainly require deeper ties with Beijing.

While Canada’s tariffs on Chinese EVs has helped to insulate the local auto market, the reciprocal tariffs from China have hurt farmers. Speaking with CBC, a canola farmer recently revealed the tariffs had cost his farm roughly $450,000.

Australia may be late to the EV party, but the guest list is growing fast. Despite trailing behind many nations in electric vehicle adoption, recent sales data shows an accelerating shift among local buyers. For the first time, electrified cars have outsold (gasoline) petrol-powered vehicles in a single month.

This could very well mark a turning point, positioning 2026 to potentially become the first full year where battery-assisted cars surpass traditional combustion sales.

Read: Hyundai Slashes $7K From Its Smallest EV, But It’s Still $10K Pricier Than Its Chinese Rival

In December, a total of 35,058 hybrids, plug-in hybrids, and battery-electric vehicles found new homes across the country. This was slightly above the 34,559 petrol cars sold over the same four-week period.

China’s Growing Influence on the Numbers

Zooming out to the full year, total electrified sales reached 355,887 vehicles, securing a 28.6 percent share of the overall market. Pure battery-electric vehicles made up 103,270 of that figure, accounting for an 8.3 percent slice.

Much of this momentum can be traced to the growing presence of Chinese manufacturers, whose expanding lineups have proved popular with Australian buyers. Brands such as BYD, Geely, MG, Xpeng, and Zeekr have led the charge.

Demand for EVs from China will likely grow even more this year. A slew of small and affordable electric offerings will soon hit the market, including Nio’s Firefly, the Geely EX2, and the BYD Atto 1, Australia’s Drive reports.

Petrol Still Leads the Pack

Although demand for electrified cars is increasing, petrol cars still represent the largest slice of the market. Indeed, a total of 475,279 were sold in 2025, which was 38.3 percent of the total market. Diesel models also remain popular, accounting for 29.4 percent, a figure which has remained relatively steady for the past five years.

It’s a long way from the market of a decade ago. Back in 2015, petrol cars accounted for a dominant 67 percent share, a clear sign of how much the market and consumer habits have changed in just ten years.

Traditional hybrids also had a strong showing last year. Australians bought 199,133 of them, giving the segment a 16 percent share. Plug-in hybrids, while still a smaller category, made notable progress as well. With 53,484 units sold, they secured 4.3 percent of the market, suggesting growing interest in flexible, transitional technologies

As Honda doubles down on its electric dreams, tensions are rising inside its own retail network. Honda dealerships are pushing back against the company’s joint EV venture with Sony, arguing that it’s siphoning attention and resources away from the core Honda and Acura lines, especially at a time when EV demand has begun to cool. The company, however, appears unmoved.

Sony Honda Mobility unveiled its near production-ready Afeela 1 electric sedan at this year’s Consumer Electronics Show, preparing it for a limited launch in California in late 2026. Alongside the sedan, the company also teased a second model, a crossover still in development.

Read: After A $90K Sedan, Sony Honda Thinks What America Needs Now Is Another Pricey Electric SUV

Honda will manage all direct sales, vehicle deliveries, and servicing for the Afeela lineup, and will also collaborate with independent repair providers to support ownership beyond the showroom.

Dealers Push Back on Direct Sales

This has rubbed many dealers the wrong way. In August last year, the California New Car Dealers Association filed a lawsuit against Honda and Sony, claiming the direct-sales strategy is illegal under the California Vehicle Code.

Sony Honda Mobility has countered, maintaining that it operates as a separate business entity, and therefore isn’t bound to use Honda’s existing dealership infrastructure.

“While we understand the intent may be to target a different, tech-savvy customer segment, we see no compelling reason to bypass the established dealer network that has supported the brand for decades,” Bill Feinstein, the chairman of the Honda Dealer Advisory Board, told Auto News.

Honda says it has been “clear and transparent” with dealers that they will not be involved in the sale or distribution of the Afeela models.

A Hard Sell?

Feinstein didn’t stop there. “It’s really hard to understand how a premium electric vehicle priced at $90,000-plus makes sense with EV demand softening, high interest rates and intense price competition,” he said.

He also voiced concerns about the broader impact on the business. “We’re deeply worried about the ongoing drain on financial and engineering resources. Every dollar spent in Afeela’s R&D, manufacturing and marketing is a dollar not spent on core Honda and Acura products, where we see greater potential for volume growth and profitability.”

Despite the resistance, Sony Honda Mobility isn’t phased. At last week’s CES in Las Vegas, the joint venture unveiled a prototype of its next model, an all-electric SUV that shares much of its design language with the sedan. The company says this new model could hit the US market as early as 2028

General Motors is finally stepping into the plug-in hybrid game, a move that’s been a long time coming. Despite shifting political winds that have made it easier to build thirsty combustion models, GM still sees full electric vehicles as the ultimate goal.

Read: Chevy Promised 255 Miles, The New Bolt Beats It Anyway

With tariffs weighing on costs, the federal $7,500 EV tax credit now off the table, and fuel economy standards loosened, automakers are being forced to rethink their timelines and adjust accordingly.

While speaking at the Automotive Press Association, Mary Barra confirmed that GM “had to make some fairly significant changes,” including cutting billions of dollars’ worth of EV investments. But she also made clear that new hybrids are in development, Autonews reports.

Plug-In Plans Materialize

“We are evaluating plug-in hybrids,” Barra said. “We have plans to do some. In the past, plug-ins were the only hybrids that actually counted toward the regulatory perspective. So we have plans to do those, and we’ll have hybrids where we think we need to. But again, we’re mainly investing and continuing to work on EVs because we think that’s the end game.”

In mid-2024, Barra revealed there were plans to start selling plug-in hybrids in the US in 2027. In her most recent remarks, she didn’t provide an updated timeline or name any specific GM models slated to receive the new powertrains.

However, she acknowledged that hybrids present their own challenges, particularly the fact that many owners don’t bother to plug them in. Nonetheless, GM is weighing both plug-in and conventional hybrid setups as part of its evolving strategy.

Read: Drivers Buy Plug-In Hybrids And Forget The ‘Plug-In’ Part

“We’re trying to be very thoughtful about what we do from a hybrid and a plug-in hybrid perspective,” she said.

Staying the Course on EVs

Even though GM will invest in PHEVs, it isn’t pulling back from BEVs quite as aggressively as some of its competition. For example, Ford recently took a $19.5 billion writedown after axing several important EV programs and partnerships. GM, by contrast, expects to take a $6 billion charge related to scaled-back EV spending, alongside a separate $1.6 billion charge posted in the third quarter.

Read: Stellantis Quietly Kills Its Plug-In Hybrids In America

During her remarks at the same event, Reuters reports that Barra emphasized GM’s desire to remain adaptable, especially given the uncertain regulatory environment ahead.

“I’m a little surprised at some [automakers] that are really pulling away very quickly, because we don’t know what will be in ‘29, ‘30, ’32.”