Avatr, the Chinese car company that counts Changan and CATL among its major shareholders, has announced it will launch in Europe next year. The company has been planning its European launch for more than three years and says it will first enter Norway and Spain.

The brand’s impending launch was announced at the Paris Motor Show. It’s working to establish sales, service and partner networks across Norway and Spain, and has confirmed the 06T and 07L will be among the first models it launches. The 06T takes the form of a sleek estate while the 07L is a luxurious SUV, and they will ultimately be joined by six other models over the coming three years.

Read: Avatr’s Electric Wagon Packs Supercar Power And A Backup Gas Engine

One of these new models will be the Avatr T09. Previewed in Paris with the T09 Concept. It will be a flagship, full-sized SUV designed to rival vehicles like the Li Auto L9, Aito M9, Zeekr 9X, and even models like the Mercedes-Maybach GLS and Rolls-Royce Cullinan.

Big On Luxury

Recent filings made in China have already revealed many key details about the production model. It will be sold as a range-extender EV with options for either a turbocharged 1.5-liter inline-four with 141 horsepower (105 kW), a front motor with 241 hp (180 kW), and electric motors at the rear with 415 hp (310 kW). A turbo 2.0-liter four-cylinder with 201 hp (150 kW), a 241 hp (180 kW) front motor, and a pair of 302 hp (225 kW) rear motors will also be offered. Both versions will launch in China with a 71.24 kWh battery. It’s unclear if the European model will have the same specifications.

While Avatr is only now expanding into Europe, it already has a presence in more than 70 countries and regions and plans to expand to 110 countries by 2030. So far, the Chinese brand has sold more than 280,000 vehicles. Interestingly, Avatr’s global design center is based in Munich, Germany, and designers there work with those at its Shanghai design center to craft models that should appeal to global buyers.

Avatr Overseas Business head Justin Li spoke at an event in Paris, and he said: “Avatr has been a global brand from the very beginning. Over the next three years, six models will be launched in Europe spanning mid‑size SUVs, large SUVs and shooting‑brake body styles. In 2027, Norway and Spain will serve as AVATR’s European launch markets, where the AVATR 06T and 07L will make their European debut, officially embarking on a new journey for AVATR in Europe.”

Avatr will work with local dealers and service partners across Europe and provide full-lifecycle support to local buyers thanks to a European spare-parts logistics system and roadside assistance.

For years, Tesla has been criticized for branding its advanced driver-assistance system as “Full Self-Driving.” While FSD is one of the most complex systems of its kind on the market, it doesn’t offer full self-driving in all scenarios, nor does it offer driver-assistance operations that allows the driver to switch off while behind the wheel. Finally, it appears the electric carmaker has recognized the dangers of the name, though not because of a newfound sense of altruism.

Over the last week, Tesla has rebranded Full Self-Driving as “Tesla Assisted Driving” across its European websites, including in Spain, Germany, Sweden, the Netherlands, and other markets. Tesla has also updated its online owner’s manuals in each market to reflect the change.

Read: Belgian Test Finds Tesla FSD Speeding And Trying To Pass Cyclists Illegally

The name change comes roughly six months after Dutch regulator RDW gave Tesla the green light to introduce the Full Self-Driving system following months of secretive testing. In the months after FSD was approved in the Netherlands, seven other countries in the European Union gave the go-ahead for the driver-assistance functions to be introduced across local fleets. These include Croatia, Slovenia, Czechia, Estonia, Lithuania, Denmark, and Belgium. Slovakia is expected to approve the system soon.

Concerns About The FSD Name

However, as Reuters reports, safety regulators in several countries have said the Full Self-Driving name was misleading. They have a point. Like Autopilot, the naming of the system could give drivers false confidence that the vehicle can drive itself in all scenarios, and that they no longer need to focus on the road. This comes despite Tesla labeling the system as Full Self-Driving (Supervised) and repeatedly warned customers on its websites and social media accounts that the technology does not make vehicles fully autonomous or replace a human driver.

By changing the system’s name, Tesla has easily and quickly addressed one of the main concerns among regulators. Company boss Elon Musk has been feveriously pushing for EU-wide approval of the system, declaring it as a crucial part of the company’s future.

A vote on the technology was scheduled to take place this month but has since been delayed until December. For the system to be introduced across the entire bloc, a qualified majority of 15 of the EU’s 27 member states must vote in favor of it.

The rise of SUVs has long threatened to kill off the estates and station wagons that we all love, but several European car manufacturers still see a future in them. This includes Opel, which has just unveiled its wild STX Concept in Paris, also known as the Sports Tourer eXperimental Concept. Long live the estate.

European estates have long been characterized by their evocative shapes and low rooflines. The STX Concept checks both boxes and, according to Opel, previews a more emotional, bold, pure, and more efficient design language that will influence future models.

Read: The Stellantis Hot Hatch You’ll Never Buy But Can Still Drive At Home

It’s been more than 70 years since Opel launched the Olympia Rekord Caravan, its first estate, and while the STX Concept looks nothing like it, it’s just as striking. The front end stands out thanks to the latest interpretation of the Opel Vizor with aggressive LEDs that gently fade towards the center. As the STX Concept has been designed around an electric powertrain, the Opel Vizor fills the space that would have historically housed the grille.

What Else Makes This Concept Special?

The hood is quite long given there’s no engine under it, allowing the concept to retain relatively traditional proportions. The wild, two-tone triangular wheel design is very untraditional by comparison, and when in motion, almost making it appear as though the concept is floating above the pavement.

For as sharp and bold as the front half of the car is, the rear is even more flamboyant. A key highlight is the bulging wheel arches and the thick C-pillars that flow seamlessly into the roof and the rear window. Unlike a typical estate, the roof and rear window of the STX Concept don’t gently taper off to a short tailgate. Instead, the window sits more upright, reminding us of the iconic Ferrari 250 GT SWB Breadvan.

Opel has not published any photos of the concept’s interior but says it will build on the ‘Painting with Light’ idea it introduced with the Opel Experimental concept from 2023 and the Opel Corse GSE Vision Gran Turismo launched two years later. Few details have been provided about the concept’s powertrain, other than the fact it has all-wheel drive and delivers enough grunt to send the car through to over 124 mph (200 km/h), a figure that won’t exactly get car enthusiasts excited.

What will get enthusiasts excited is that Opel remains committed to estates through the electric era. According to Opel chief executive Florian Huettl, “the STX Concept gives a taste of how exciting and emotional the estate of tomorrow can be – with maximum functionality and efficiency. The study shows characteristic features that will be found in future Opel models and underlines Opel’s role as an estate pioneer in Europe.”

Nobody likes catching a fever, but that’s exactly the feeling DS Automobiles hopes to achieve with its new concept, albeit a positive fever. Dubbed the DS F3VER and presented at the Paris Motor Show, it provides a look into the company’s future and its “uncompromising vision of mobility.”

The DS F3VER is a bold hatchback that looks very different to any of DS’s current production models. The front-end is based around what the brand describes as a totem; a central element with a darker blue finish than the rest of the front that houses an illuminated DS badge. Wild Y-shaped headlights and LED daytime running lights also scream for attention, as does the silver element at the base of the bumper.

Read: DS Redesigns Their Best-Seller And Gives It A New Name

A silver ring of paint wraps around the concept’s roof, and there are even dramatic blue side windows. The entire rear end wears a darker shade of blue than the front and sides, and while combining two blues might seem odd, it actually works. Helping to bring the design together are the geometric wheels. The car also rocks a ‘totem’ section at the rear, similar to the front.

At 164.8 inches (4.19 meters) long, the DS F3VER is roughly the same length as a new Renault Clio, but it’s much wider at 72.4 inches (1.84 meters). It has a very muscular stance, which isn’t common on modern hatchbacks.

While the F3VER is a concept, DS says it’s quite practical. It rocks a 106.2-inch (2.7-meter) wheelbase and has a 14.1 cubic-foot (400-liter) trunk, so it could work well on a road trip. Of course, practicalities are rather irrelevant on a concept, but it’s nice to know the carmaker is committed to making its future models look good without adversely impacting their usability.

A Look At The Next-Gen DS 3?

According to DS, the F3VER delivers “powerful desirability, extensive ultra-customization and freedom of use suited to every moment in life.” While DS has only described the F3VER as a preview of its future, it’s possible the next-generation DS 3 will take inspiration from it, offering high levels of personalization while blending the practicality and style expected of one of the brand’s models.

Sadly, DS hasn’t shown the concept’s cabin, so we don’t know if it’s also gearing up to modernize the cabins of its future models. Nonetheless, if it can produce a car that looks as striking as this from the outside, it could win over plenty of customers, regardless of what the cabin may look like.

If you walked up to someone on the street and asked them what a GAC Aion V was, most would give you a blank stare. Those brave enough to answer might think it’s a fancy new washing machine, while others may guess it’s the name of an advanced hot-water system. It’s actually an electric SUV, and it’s launched in several markets, eager to shake up the EV establishment.

On paper, the Aion V seems almost too good to be true. This SUV promises space and comfort to match a Tesla Model Y, all while costing significantly less, having more impressive features, and being backed by one of China’s oldest and largest car manufacturers.

However, as we’ve seen with many other new cars from China, the specification sheet only tells part of the story. Building a compelling electric SUV isn’t easy. Has GAC managed to create one with the Aion V? The answer is a resounding yes.

QUICK FACTS

Photos Brad Anderson/Carscoops

Two versions of the Aion V are sold in Australia. The entry-level Aion V Premium kicks off the range, priced from AU$42,590 (US$29,700) before fees, while sitting at the top of the family is the Aion V Luxury, which we recently drove, priced at AU$44,590 (US$31,000) before fees.

The Aion V is actually in its second generation, with this model first introduced in China in mid-2024. It’s underpinned by GAC’s AEP 3.0 platform, also used by the China-exclusive Toyota bZ3X. Several different battery packs are available depending on the region. These include a 62 kWh lithium-ion pack from CATL, a slightly larger 64.5-kWh LFP battery, a 75-kWH LFP, and a 90-kWh NMC battery. All versions sold in Australia come standard with the 75 kWh pack, directing power through a single front-mounted electric motor with 150 kW (201 hp) and 210 Nm (155 lb-ft)of torque.

Although Chinese car brands have shown they can build cars at almost unthinkable price points, not all of them have figured out how to build a vehicle that’s nice to look at. As we experienced earlier this year with the Emzoom, M8 PHEV, and Aion UT, the Aion V isn’t exactly the most stylish SUV. It’s boxy, but not necessarily in a good way, and has a rather unusual stance on the road. Look past the odd design and peek inside the cabin, and you’ll understand where the Aion V starts to make a whole lot of sense.

Luxury On A Budget

Photos Brad Anderson/Carscoops

The interior of the Aion V doesn’t compute with an SUV that costs less than AU$45,000 (US$31,400), or roughly the same as a Toyota Corolla ZR, which is now almost a decade old. It feels so well put together, and so premium, that you could easily be fooled into thinking you were sitting in a vehicle costing upwards of AU$70,000 (US$48,900).

Obviously, the 14.6-inch infotainment display is what immediately catches the eye. It’s crisp and snappy, housing all important vehicle controls, including the climate functions. We hate screens used to adjust temperature and fan speed as much as anyone, but at least the Aion V has a shortcut menu locked at the bottom of the screen with these controls, making them a little easier to access while on the move.

The Aion V also comes standard with an 8.8-inch digital instrument cluster and a two-spoke steering wheel. In Luxury guise, the EV also comes standard with genuine leather seats that feel exceptionally premium. Better yet, both front seats include superb massage functions that work absolutely brilliantly. Unlike so many massaging seats where you can only feel a tiny pulse in your back, the Aion V’s seats deliver a surprisingly realistic feel, as if tiny fists are being firmly pressed into your back. Usually, this is something you’ll only find in cars worth six figures.

Review: China’s 2026 GAC Aion UT Is A Budget EV That Doesn’t Feel Cheap

Perhaps the single biggest party piece of the Aion V’s cabin is the fridge. Housed between the front seats where you’d ordinarily find the center console, it’s 6.6 liters and proved hugely beneficial in hot weather, keeping my drink bottle cool. It’s not just a fridge either. The temperature can be adjusted to as low as 5 degrees Fahrenheit (-15 degrees Celsius), so it doubles as a freezer. What’s more, the temperature can be increased to up to 122 degrees Fahrenheit (50 degrees Celsius) should you want to keep drinks or food warm.

Photos Brad Anderson/Carscoops

All important interior surfaces feel very premium. These include the two-tone door panels with diamond stitching, the soft-touch dashboard, and the felt used for the wireless smartphone charger.

The positives continue in the rear. While the Aion V’s 2,775-mm (109.2-inch) wheelbase isn’t huge, it feels certifiably palatial in the second row. There’s plenty of headroom and legroom for adults to sit comfortably in the back. The Luxury model even includes a fold-out table on the back of the front passenger seat. Add in a panoramic glass roof with a sliding cover – unlike a Tesla – and you get a cabin that feels beautifully executed.

This Is No Sporty SUV, And That’s Okay

Unlike a Tesla Model Y, which even in its simplest form has a sporty edge to it, there’s nothing sporty about the Aion V. That’s not to say it isn’t a lovely place to spend time, as it is.

Figures of 150 kW (201 hp) and 210 Nm (155 lb-ft) are par for the course for front-wheel drive EVs like this, matching figures like the Hyundai Elexio and Kia EV5, but down slightly on the Geely EX5 with its 160 kW (215 hp) and 320 Nm (236 lb-ft).

Torque steer is kept to a minimum, although there is a hint of it if you pin the throttle in Sport mode. I spent most of the week with the Aion V driving around in Power Save mode as it’s the only mode that enabled one-pedal driving. This let me average just 14.8 kWh/100 km across more than 300 km (186 miles) of driving, meaning it is very possible to meet GAC’s WLTP-claimed driving range of 510 km (317 miles).

Photos Brad Anderson/Carscoops

The lack of one-pedal driving in Sport or Comfort modes is disappointing, as is the lack of paddle shifters to make on-the-fly adjustments to the regenerative braking. This isn’t a big deal, but it is something that prospective buyers should be aware of.

Steering feel is good. Unlike some EVs, the Aion V’s steering isn’t so light that a strong gust of wind through an open window could turn the wheel. Instead, it’s nicely weighted, although it doesn’t do a good job of transmitting feedback from the road, so it can be a little difficult to determine what the front tires are up to.

GAC has also done a good job of calibrating the suspension. The Aion UT I tested earlier this year rode more like a premium German sedan than a cheap, electric hatchback, and it’s much the same as the V. Owing to the SUV’s larger size, it is a little firmer than the UT, but it never crashes over potholes or speed bumps, and instead rides over them gracefully and quietly.

Charging speeds are solid. GAC says the Aion V supports charging speeds of up to 180 kW, meaning the battery can be charged from 10-80 percent in roughly 24 minutes. While a base Tesla Model Y can charge at up to 250 kW, it costs roughly AU$13,000 (US$9,000) more than the Aion V. More direct rivals like the Geely EX5 and Hyundai Elexio have DC charging speeds capped at just 100 kW and 150 kW, respectively.

It’s not all sunshine and rainbows, though. My biggest gripe with the Aion V is its safety systems, which are an all-too-common theme among Chinese EVs. First is the driver-monitoring system, which is as hyperactive as a kid that’s just eaten a whole bag of M&Ms. Glance away from the road for a split second and it’ll start complaining, triggering an annoying ring until you look back at the road.

Similarly, the speed monitoring immediately alerts you even if you’re just momentarily 1 km/h over the speed limit. While these features are becoming more common, not just on cars from China but elsewhere in Asia, Europe, and the US, some brands have made it simple to disengage these alerts with conveniently placed shortcuts on the touchscreen. That’s not the case with the Aion V, as you have to dive into several menus to disable them every time you go for a drive.

Photos Brad Anderson/Carscoops

Verdict

The GAC Aion V is very impressive, especially given the price and all of the equipment on offer. I have no doubt the exterior design will put off some in the market for an electric SUV, but if you can look past some of the odd styling, it’s a well-rounded proposition.

For a vehicle costing less than AU$50,000 (US$34,900), the interior is the obvious highlight. It’s stylish, well-made, plush, and loaded with features. Combine a calming driving experience with great efficiency, and you get a mid-size electric SUV that’ll leave some legacy brands scratching their heads.

Photos Brad Anderson/Carscoops

It’s no secret that Mitsubishi has lagged behind its competitors in the electric vehicle space. Rather than go it alone and develop and build a bespoke EV from the ground up, it has instead tapped Taiwanese manufacturer Foxconn and launched a rebranded version of its Foxtron Bria. This new Mitsubishi, badged the ASX VR-e and initially launching in Australia, is unlike any other vehicle from the Japanese brand.

The highlight is obviously the powertrain. All versions of the ASX VR-e will use the same 57.7-kWh lithium-ion battery, which is relatively small in the current EV space. The LS, Aspire, and Exceed will all pair this battery with a single rear-mounted electric motor delivering 229 horsepower (171 kW) and 258 pound-feet (350 Nm) of torque. Those figures are enough to send it to 62 mph (100 km/h) in a respectable 6.8 seconds.

Read: An All-New Mitsubishi Outlander May Launch In 2028

Power-hungry buyers will be pleased to hear Mitsubishi has them covered. The flagship GSR model combines the standard car’s rear-mounted motor with one at the front, lifting combined output to a frankly staggering 459 hp (342 kW) and 516 lb-ft (700 Nm) of torque. To put that into perspective, that’s more than the craziest Mitsubishi Lancer Evo ever built, the UK-only Evo X FQ-440 MR with its 440 hp and 412 lb-ft (559 Nm). While the new ASX VR-e may not appeal to all the same enthusiasts who love the legendary Evo, it has plenty of performance to thrill, hitting 62 mph (100 km/h) in 3.9 seconds.

Mitsubishi says all four versions will include Eco, Comfort, and Sport models, and in the GSR, the Sport model will automatically adjust the power delivery between 50/50 and 30/70 front-to-rear.

All-important range details remain a mystery, but given the small pack, prospective owners shouldn’t expect figures much beyond 248 miles (400 km). While it’s hard to argue with the performance on offer, charging is below par. Mitsubishi says DC fast charging is capped at just 134 kW while AC charging is limited to 6.6 kW.

As the ASX VR-e’s design is lifted directly from the Foxtron Bria, which was styled by Pininfarina, it obviously looks different from any other Mitsubishi to come before it. That’s hardly a criticism, as the Japanese brand hasn’t built a beautiful car for years. We wouldn’t go as far as to say the ASX VR-e is beautiful, but it’s certainly stylish and has a European flavor to it.

What About The Cabin?

The cabin features a 15.6-inch central infotainment display, a 9.2-inch digital driver display, and a sporty steering wheel. Other key features include configurable ambient lighting, a Surround View Monitor, leather or cloth seats depending on configuration, and autonomous parking.

Mitsubishi has also confirmed the Exceed and GSR models will ship as standard with a panoramic glass roof, electric tailgate, and 12-speaker audio system. The cabin won’t be particularly flamboyant as it’ll only be available in grey or black with blue stitching.

While some customers will no doubt be wary of buying a Mitsubishi that’s really an EV from a Taiwanese brand with no history of building cars, the ASX VR-e will be delivered with a 5-year / 100,000 km (62,000-mile) warranty. This warranty can be extended to 10 years / 200,000 km (124,000 miles) if all scheduled services are completed at a Mitsubishi dealership. Regardless of servicing, the battery pack is warrantied for eight years or 160,000 km (99,400 miles). Prices will be announced later this year as the EV starts to arrive at dealerships.

One of the best things about electric cars is how remarkably smooth and quiet they are. A sense of calm washes over you as you drive a good EV, as you no longer have to worry about jerky gear shifts or an unpleasant engine rattling away. These attributes make EVs great for regular consumers who use cars as nothing more than a means of transport. But for driving enthusiasts like us, electric cars don’t usually get us excited. Audi might have the answer.

A patent filed by the company with the German Patent and Trade Mark Office describes several different systems that could boost the engagement of driving an EV. Loads of other car manufacturers have already done this, most notably Hyundai N with its fake dual-clutch transmission and ICE-inspired audio systems. More recently, Porsche, Mercedes-AMG, and Ferrari have all launched EVs with a similar focus on driving thrills.

Read: AUDI’s E7X Is Bigger Than A Q7 And Cheaper Than A Q3

The first piece of tech that Audi has patented relates to sounds and vibrations. It could add a physical connection from the powertrain directly to the cabin, transmitting vibrations to the driver and passengers. Additionally, less sound deadening could be used to amplify those mechanical noises we all love, and Audi may even let EV owners rev their cars by decoupling the electric motor, Car and Driver reports. Pump in some artificial sounds and it might be possible to develop and build an EV that traditional gearheads would actually want to drive.

Audi’s ideas don’t stop here. By tweaking a car’s software, it could add in synthetic turbo lag, giving EVs a more traditional driving feel without the instant power we’ve all come to expect. Engineers from the German brand have even started dreaming up ways to create scents that’ll get drivers excited. If you want to cruise, a scent could be pumped into the cabin to calm you, or a more evocative smell could fill the car when you stamp down the throttle.

An advanced projection system has also been envisioned, allowing exciting displays to be projected onto the windshield. While we could see something like this appealing to the younger, gaming generation, we suspect it may be a little too distracting for some motorists. As always, there’s no guarantee that any of the technologies that Audi is looking to patent will become a reality, but we’re hopeful at least some will.

Like many of its competitors, Volkswagen has realized the best way to convince motorists to buy an EV is not to make it look weird or give it an odd name, but instead to create an EV that looks and sounds familiar. This is exactly what it’s done with the new ID Tiguan, built to replace the ID 4 and ID 5, and leaning into a more traditional SUV design that should better appeal to typical VW buyers.

Just like the Cupra Raval, VW ID Polo, and VW ID Cross, the new ID Tiguan uses the company’s latest MEB+ platform. This architecture supports three distinctive versions and two different battery packs. Sitting at the base of the range will be a rear-wheel-drive version using a 58-kWh battery. VW hasn’t provided chemistry details about this pack, nor has it said whether it’s the same usable 58-kWh pack that had been offered in North America’s ID 4. What we do know is this base model is rated at 187 horsepower.

Read: As VW Kills Off The ID 4, It Launches A $12,500 Discount In The U.S.

Positioned in the middle of the range will be a more powerful, 282 hp rear-wheel drive model with a larger 77 kWh battery. Shoppers who want all-wheel drive traction will be able to order the ID Tiguan in a single 4MOTION all-wheel drive configuration, producing a combined 295 hp and also using the 77-kWh pack.

VW says the new ID Tiguan can travel up to 373 miles (600 km) on a single charge under the WLTP cycle. This is presumably for the rear-wheel-drive, 77-kWh model, although that has yet to be confirmed. Prospective buyers of the ID Tiguan will be pleased to know the 58-kWh version can haul up to 3,968 lbs (1,800 kg), while the 77 kWh models are good for 4,409 lbs (2,000 kg).

A Fresh New Design

The ID Tiguan’s design immediately distinguishes it from the ID 4 and ID 5. VW says it uses the company’s Pure Positive design language, boosting its presence and making it look more modern. Like the ID Polo and ID Cross, which it shares its platform with, the ID Tiguan also has several design similarities to those models.

The most obvious of these is the intricate LED daytime running lights and light bar stretching the width of the front fascia. Instead of a traditional grille, VW has added a pair of black intakes near the base of the bumper. There’s nothing radical about the EV’s side profile, but the shoulder line running from the corner of the headlight, along the doors, and across the tailgate catches the eye. At the rear are an intriguing set of taillights with bold LED graphics and four narrow illuminated stripes connecting them. Glowing emblems have also been added to the front and rear of the ID Tiguan.

A Cabin With Real Buttons

Arguably more important than how the EV looks from the outside is what the interior is like. By comparison, the old ID 4 and ID 5 feel very outdated. It starts with the new steering wheel that uses physical buttons for the cruise control and audio settings, rather than the silly piano black plastic haptic switches of old.

Additionally, the ID Tiguan has a larger digital instrument cluster built into the dashboard, rather than just perched on top of it like this model’s predecessors. This cluster even includes a very cool ‘Retro’ theme which displays four traditional gauges. A larger infotainment system has also been added, although VW hasn’t mentioned how big it is. A passenger display will also be available.

Then there are the buttons. VW was almost burned at the stake for its silly touch-sensitive controls used across its outgoing generation of cars. There are none in sight with the ID Tiguan. Located under the central air vents are nine physical switches to control the HVAC, including the temperature and fan speed, all with a lovely, knurled metal finish. There’s also a small volume knob on the center console and two wireless phone chargers.

The materials throughout also appear slightly nicer, particularly the soft-touch surfaces on the tunnel and door panels, although we’ll reserve final judgment until we actually see it in person. A full range of options has yet to be announced, but VW says the ID Tiguan will be available with optional massaging, heated, and ventilated front seats, a Harman Kardon audio system, and a panoramic sunroof. It also supports a Digital Key, so owners can use their smartphone to lock, unlock, and start the EV.

VW has confirmed the ID Tiguan will launch in North America, but it’s not yet ready to say when it will arrive locally. In the meantime, pre-sales across Europe will start on October 13 with prices kicking off at €42,695 ($47,900). Deliveries will start early next year.

In recent years, car and EV battery manufacturers have rolled out technologies that can top up an EV’s battery at once-inconceivable speeds. BYD’s Flash Charging system, for example, delivers up to 1,500 kW of power and charges an EV from 10-97% in just 9 minutes, making it almost as convenient to charge as it would be to fill up a combustion-powered car at a gas station. Honda is adopting a different approach.

The Japanese brand, working alongside the Taisei Group, has unveiled what they call a wireless power transfer road system, or WPT road system. It lets an EV be charged wirelessly as it drives, meaning annoying charger cables and adapters could be a thing of the past.

Read: Honda Took A $16 Billion Bath On EVs, So Now Wants More EVs On A Platform That Can Switch Sides

The idea of roads that wirelessly charge EVs isn’t a new idea. Stellantis showcased its idea of a road that charges EVs back in 2021, an Israeli start-up unveiled a functional wireless charging road in 2023, and we know Hyundai is also working on the same technology. Honda hasn’t broken new ground with its system, but having a car brand as massive as it investing in this system may encourage rivals to do the same, prompting new advancements and perhaps eventually making such trick tech commercially viable.

Honda’s system uses a high-power-density receiver/transmitter positioned under a vehicle and charging equipment from Taisei embedded into the road. It recieves power from electrical boxes positioned nearby. Honda has already started practical testing of the technology, but hasn’t provided any details as to how much energy can flow from the road to the car, or how much the battery could be charged.

Unfortunately, it doesn’t appear that wireless charging roads like those being worked on will replace traditional charging any time soon. Honda itself says supplying power to EVs while they are in motion will simply reduce how often owners have to charge their cars at home or at public charging stations.

Honda’s initial focus is on commercial vehicles. Later this year, it will start building a new road with Taisei where the strength and durability of the surface will be tested. Large commercial vehicles will then start to use the road, and it’ll be upgraded to deliver power outputs of up to 150 kW.

According to Honda, it is “striving to realize carbon neutrality by 2050 and offer the joy and freedom of mobility to more people around the world.” It believes technology like this will help encourage the widespread adoption of EVs. After testing on private roads concludes, Honda will begin testing on public roads in Japan from 2027 onwards.

No one could accuse Hyundai of dragging its heels on electric vehicles. While some of its legacy rivals have been a little slow to embrace EVs, the South Korean brand continues to grow its fleet of battery-powered cars at an impressive rate, and it’s already working on at least two more.

One of these all-new EVs will be the Hyundai Ioniq 7. For quite some time, the brand’s flagship electric SUV and compatriot to the Kia EV9 was referred to as the Ioniq 7, but it ended up launching as the Ioniq 9. Wearing the Ioniq 7 name will be a new SUV positioned between the Ioniq 5 and the Ioniq 9.

Read: Hyundai Strips The New Ioniq 3 Down To Its Cleaner, Cheaper Self

Like most other EVs from Hyundai, the Ioniq 7 should launch with an 800-volt electrical architecture and be sold in both single- and dual-electric motor configurations. Although prototypes have yet to be seen testing out in the wild, AutoExpress understands this model will be closer in size to the Ioniq 5 than the Ioniq 9.

An Elexio Alternative

If so, then it may end up being similar in size to the Chinese-built Elexio, which we drove earlier this year. If that’s the case, the Ioniq 7 may inevitably snatch some sales from the Elexio in markets where both are sold. Crucially, Hyundai’s ‘Ioniq’ branded models are positioned as slightly more premium offerings, helping to differentiate the two. In addition, the Elexio uses a 400-volt system and front-wheel drive, so the Ioniq 7 will have it beat on the powertrain front, too.

A Kia EV3-Sized SUV Is Also Coming

Hyundai isn’t just working on the long-awaited Ioniq 7. The company is also developing a smaller EV that may be badged the Ioniq 4. It’s expected to be similar in size to the new Ioniq 3 hatchback, but unlike that model, it will be a slightly more conventional SUV and similar to the Kia EV3.

In morphing the Ioniq 3 into an SUV, Hyundai’s designers are believed to have given it a boxier, more upright design, so it may hold slightly broader appeal than the somewhat odd Ioniq 3. In addition, it’ll offer more interior space than the Ioniq 3, so it should be better for young families.

Hyundai will probably use the same battery packs and electric motors as the Ioniq 3 in the new Ioniq 4, meaning 42 kWh and 61 kWh batteries will be available.

The second-generation iX3 has proven that BMW can build an EV to rival the best coming out of Asia. Now, the German brand has launched the high-performance iX3 M60 xDrive, eager to show it can build not only an efficient EV, but one that packs a serious punch.

Like other iX3 models, the M60 xDrive has a sizeable 112.2 kWh battery pack that powers motors at the front and rear axles. It’s the rear motor that’s received most of BMW’s attention, featuring a new stator and a more powerful inverter, contributing to a combined 603 horsepower and 645 pound-feet (874 Nm) of torque. BMW says the iX3 M60 xDrive needs just 3.9 seconds to hit 62 mph (100 km/h), making this electric SUV quicker than a rear-wheel drive BMW M3. Not too shabby.

Read: BMW’s New iX3 Can Physically Refuse To Let You Open Your Own Door

Not only does the M60 xDrive accelerate harder than any normal iX3, but the top speed has also been raised to 149 mph (240 km/h) thanks to a longer gear ratio. Just like other iX3 models, this version supports DC fast charging speeds of up to 400 kW, and AC charging at 15.4 kW. Curiously, BMW hasn’t released a driving range figure for the M60 xDrive, nor has it said how long it takes to charge the battery.

BMW’s ‘Heart of Joy’

It’s not just more power and torque that makes the iX3 M60 xDrive a little special. It includes BMW’s ‘Heart of Joy’ computer working alongside the new BMW M Dynamic Performance Control Driving Stack, ensuring this SUV delivers the type of handling you’d expect from a true M car. BMW also says it’s refined the EV’s regenerative braking system, ensuring it stops more smoothly than any of its other models.

While this isn’t a fully-fledged M model, the iX3 M60 xDrive comes fitted as standard with Adaptive M Suspension and electronically controlled dampers, which will also play a key part in the overall dynamics and handling. There’s also an updated and improved variable steering rack ratio that adjusts the effort depending on the drive mode.

Perhaps the single biggest handling upgrade is the fitment of an electronically controlled M Sport differential at the rear axle. Tweaks have also been made to the anti-roll bar links, and the underbody also includes more front-end bracing.

What About The Design?

While there’s plenty to differentiate the M60 xDrive from other iX3 versions under the skin, it doesn’t look dramatically different from the outside. The most obvious change is the distinctive light elements on either side of the kidney grilles, in addition to the availability of yellow driving lights. All iX3 M60 xDrive models also come standard with the M Sport package and the BMW Iconic Glow exterior package, the latter of which includes selectable lighting elements at the front and at the rear. Other changes include new standard 21-inch M wheels and several optional 21- and 22-inch wheels.

The cabin is also all very familiar. All the same core components as other iX3s remain, including the Panoramic iDrive system, the angled central infotainment display, and an optional 3D head-up display. Fitted as standard is an M Sport steering wheel with special Boost Mode and M Mode buttons. BMW has also equipped the M60 xDrive with M Sport seats with 10-way power adjustment and massage functions. Distinctive M graphics and colors are also used throughout.

Several apps specific to the M60 xDrive are also available. These include the M Cockpit app, which tracks and displays key vehicle signals and driving dynamics data, as well as the M Drag Meter app. A 13-speaker audio system with Dolby Atmos is also fitted as standard equipment.

BMW has yet to announce US pricing for the iX3 M60 xDrive, but it has confirmed US orders will open at the end of January.

Aston Martin has labeled itself as a “BEV delayer,” confirming that it won’t launch an all-electric model until next decade and that it remains firmly committed to its V8 and V12 engines. Evidently, Aston Martin’s largest shareholder, billionaire Lawrence Stroll, has absolutely no interest in launching an EV in the vein of the controversial Ferrari Luce.

The British brand had been aiming to launch an EV in 2030, but shifting consumer sentiment has allowed it to push that date back. Now, the company only needs to think about building an EV before 2035 to meet regulations in select markets, and isn’t even worried about setting a firm date at this stage.

Read: The Aston Martin Valhalla Is About To Become Even More Exotic

“We only need BEVs to be compliant for legislative reasons [in certain markets] just before 2035,” Aston Martin chief executive Adrian Hallmark confirmed to Autocar. “I’m not going to give an absolute date, because it’s imprecise. It could be 2035, it might be 2033, but it’s in that three-year window. It’s not 2031.”

Aston Martin Has EV Deals With Lucid And Mercedes

When Aston Martin does release an EV, it will have the latest technologies at its disposal. The company has a deal with Lucid that’ll give it access to the American brand’s latest systems, and also plans to strengthen its relationship with Mercedes-Benz for future electric powertrains and electronics.

Aston Martin’s apparent reluctance to rush into the EV era is something that should be appreciated by the company’s customers. In the same interview, Hallmark confirmed Aston Martin has a “roadmap” to keep its current V8 and V12 engines alive through to the end of 2035, meaning we almost have a decade left to enjoy these fabulous powertrains.

More Hybrids Are Coming

Helping to keep these engines feeling fresh will be some form of hybridization, although Hallmark confirmed that they won’t use plug-in hybrids, declaring that he doesn’t like the added weight of these more complex systems. Curiously, the Aston Martin Valhalla uses a 4.0-liter twin-turbo V8 with a plug-in hybrid that includes three electric motors and a 6.1 kWh battery pack. Evidently, it will remain the only PHEV in Aston Martin’s range.

As for the battery-electric vehicles that Aston Martin will eventually need to launch, Hallmark says the firm has the time to decide what technologies it would like to introduce.

“Looking at BEVs in the future, even if [we launch our first in] 2033, we’ve got three years where we can keep looking, keep thinking and keep evaluating different technologies and how they’re changing, and the markets and the legislation,” he said. “And it’s only then that we would need to kick off investment. So today we’ve got very low-level investment, but it’s research and study, not even single-digit millions of investment.”

BYD has quickly responded to cybersecurity concerns about the popular Shark 6 pickup truck following the release of an Australian documentary, which revealed how easily it could be hacked. The Chinese brand has also clarified how a hacker gained control of the plug-in hybrid’s headlights and windshield wipers.

As part of the ABC’s Four Corners program, cybersecurity expert Dan Hreszczuk was given a Shark 6 for two weeks and was able to listen in to the interior microphones, take control of the door locks, and mess with the Shark 6’s audio. To avoid giving any other hackers any bad ideas, details about how Hreszczuk hacked into the BYD weren’t disclosed.

Read: A Hacker Took Control Of A BYD For TV, But Should You Be Worried?

BYD says it’s found out how he did it. To hack into the truck’s infotainment system, it says he breached the Android Debug Bridge (ADB) with a special tool and installed an untrusted third-party application. BYD was able to replicate this vulnerability in its own testing but says for a hacker to gain access to a vehicle’s location data and microphone, the driver must accept a permission prompt that will be displayed on the screen, something the documentary didn’t disclose.

To address this vulnerability, BYD says it’s working on an over-the-air software update that will remove the pathway used to enable the ADB, which is ordinarily disabled. It hasn’t said when this update will be ready, but says if similar vulnerabilities are found in its other models, they too will get the new software.

What The Documentary Didn’t Tell You

Then there’s the matter of the headlights and windshield wipers. In the Four Corners program, the hacker was shown remotely turning on the wipers and then turning off the headlights as the Shark 6 was being driven at night. According to BYD, gaining control of these functions required far more than installing some third-party software.

It says the hacker tapped into the vehicle’s wiring and accessed the internal CAN bus, which obviously isn’t something a hacker sitting behind a computer screen can do. Hreszczuk confirmed in a blog post that he spliced into the Shark 6’s wiring and installed a low-cost Raspberry Pi computer, something that could be replicated on plenty of other new cars.

To minimize the chance of any would-be hackers using an OBD device to gain access to critical vehicle functions, BYD says it has implemented new security measures for the OBD interface. Now, it will require physical isolation and device authentication.

It’s been almost a year since Jaguar ended production of its combustion-powered models, gearing up for the launch of its long-awaited Type 01 EV. This pivot model for the brand has finally been unveiled in New York, sporting a design just as radical as the concept that inspired it, and ushering in a new era for the historic British brand.

When Jaguar announced in early 2021 that it was done trying to rival BMW, Audi, and Mercedes-Benz and instead wanted to rival Porsche and Bentley with an all-electric product portfolio, many scoffed. After all, it’s uncommon for a brand with the heritage of Jaguar to embark on such a radical change. The Type 01 is the culmination of more than half a decade worth of work and will be make-or-break for the company.

Read: Jaguar’s 1,000 HP Type 01 Is Chasing Bentley Money And Influencers On Monaco’s Streets

Positioned beneath the radical bodywork is the new Jaguar Electric Architecture (JEA). The EV comes standard with a 118-kWh NMC battery and an 850-volt electrical architecture. Thanks to its support of 350-kW DC fast charging, the Jaguar can charge from 10-80 percent in 22 minutes.

Then there’s the power. The Type 01 is launching with three electric motors, combining to deliver 1,015 horsepower and 1,007 pound-feet (1,365 Nm) of torque. The brand has yet to quote any performance figures, but it’ll obviously be rapid. Jaguar says the EV has an EPA driving range of 400 miles (644 km).

Talk To Me About The Design

There’s very little about the EV’s design that surprises us, given all the lightly disguised prototypes Jaguar has been parading about in recent months. It looks mostly like the Type 00 concept, but it’s sprouted an extra set of doors and has some slightly less aggressive surfaces. It obviously looks unlike any other road-going Jaguar to come before it, but that’s not necessarily a bad thing. Jaguar clearly wants to make a statement with it, and they’ve done just that.

The front lacks a typical grille, but it does feature small gloss-black intakes positioned at the base of the bumper. A big change between the finished Type 01 and the concept is the presence of a large charging port on the driver’s side front fender, which is admittedly a bit of an eyesore.

Like on the concept, the EV’s shoulder line sits high, and the roof is low, meaning the side windows are extraordinarily small. Helping to ensure the cabin doesn’t feel like a tomb is a large panoramic glass roof stretching over all four seats. Other key elements include large, multi-spoke wheels, handles sitting flush with the doors, and fairly conventional wing mirrors, whereas the concept had none. Like the concept and the Polestar 4, it also has no rear window.

A Space-Age Cabin

The interior is just as radical as the exterior. It has the same bold two-spoke steering wheel as has been previewed on the upcoming Range Rover GT, featuring two large touch surfaces with phone and audio controls. Perhaps the most surprising, and welcome, part of the cabin is the lack of a huge, tablet-like infotainment screen as is becoming common in so many new EVs.

Instead, the Jaguar Type 01 has a large 24-inch digital instrument cluster that displays all the important vehicle information, as well as the navigation.

Positioned on the large central spine running through the cabin is a small, seven-inch portrait-oriented touchscreen to control the vehicle’s climate control and audio settings. There’s no rear-view mirror, and instead, the Type 01 has a small ‘ClearSight Rear View Display,’ located at the base of the windshield, allowing drivers to see out the rear.

As Jaguar wants to position itself as a Bentley rival, it’s surprising to see just how few physical switches and controls are found in the cabin. Jaguar has obviously gone for a minimalist design, but on first impressions, it doesn’t exactly exude luxury. With that being said, the Type 01 does come with a thumping 38-speaker audio system.

How Much Will It Cost?

Jaguar will open order books for the Type 01 early next year and expects to start customer deliveries in the second half of the year. In the UK, prices will start at £130,000, while in the US, prices are expected to start at roughly $130,000.

Demand for electric vehicles in the United States plummeted when the Trump administration axed the $7,500 federal EV tax credit in September last year. While demand is unlikely to recover to the levels experienced before this period, it appears the ongoing war in Iran and high gas prices have triggered a small increase in demand.

Strong quarter sales figures from both Rivian and Tesla provide insight into the changes. In Q3, Rivian delivered 19,248 vehicles. This was largely due to the arrival of the more affordable R2, but it’s entirely possible some R2 buyers were convinced into buying an EV over a similarly priced ICE in part due to high gas prices.

Read: GM’s Electric Vehicle Sales Fell Off A Cliff Last Quarter

Tesla also beat out expectations last year, delivering 486,532 vehicles compared to the 464,000 that had been predicted. Speaking with Bloomberg, TD Cowen analyst Itay Michaeli suggested EVs could be about to start mounting a comeback in the U.S.

Hyundai Dealers Want More EVs

“We are still in the early stages of this looming EV comeback,” he said. “EV market coverage, by our estimation, will grow substantially in the next couple of years by existing players.” Michaeli also believes that demand for advanced new EVs will rise over the next couple of years, thanks to broader use of more advanced autonomous driving systems.

The boss of Hyundai’s North American arm, Randy Parker, also says a growing number of dealerships are asking for more EVs because of high gas prices. While that may be the case, demand for Hyundai’s electric models is still far below previous highs.

Sales Are Still Slow

In September, the carmaker sold just 2,928 Ioniq 5s in the United States, down 65% from the 8,408 sold in September last year. Year-to-date sales are down 53% to 31,112. In addition, September sales of the Ioniq 9 were down 65% to 374 units.

Although a small comeback may be possible, other automotive giants like GM continue to feel the effects of declining EV sales. In the third quarter, every EV sold by Cadillac, Chevrolet, GMC, and Buick experienced a sales decline. It was particularly bad for the Cadillac Lyriq, which was down 50.2%, the Chevrolet Blazer EV, down 84.4%, and the Equinox EV, down 92.4% compared to the year prior.

Things just keep getting worse for the 2027 Chevrolet Bolt. Soon after it was revealed that the all-electric hatchback’s planned production run has been slashed by roughly 75 percent, GM has had to issue a service update due to the possibility of a water leak with Bolts sitting at dealership lots.

The service notice – which is not the same as a safety recall – reveals that 2027 Bolt models may have partially seated taillight harness grommets. As such, water can work its way into the taillight. Only 2027 Bolt models at dealerships are involved, meaning customers who have already taken delivery don’t need to worry.

Read: Chevrolet Bolt Dies Next Year After A Disappointing Return

GM has instructed dealer mechanics to fold down the rear seats and look through the cutouts for the rear seat latch strikers so they can see the grommet. The taillights then need to be sprayed with water for at least one minute, and if any water is seen seeping through the grommet, a repair needs to be performed.

To do this, mechanics must remove the impacted taillight assembly and reseat the tail lamp grommet into the sheet metal. Once this is done, the light should be watertight, although dealers have been told to perform the water test for a second time to confirm.

In addition to the service notice impacting 2027 Bolt models at dealership lots, certified pre-owned vehicles will be de-certified until the inspection and, if necessary, the fix is performed.

Although the service notice doesn’t include Bolts already delivered to customers, owners could, in theory, follow this guide themselves if they’ve noticed any water getting into the taillights, since slight water intrusion isn’t a safety risk. But if you’re not much of a DIY-er, we’re sure a local Chevrolet dealership will be happy to perform the inspection, but it’ll probably cost you an arm and a leg.

News of this issue comes just days after it was revealed that production of the 2027 Bolt will cease when roughly 35,000 are built. Initially, Chevy had hoped to build 150,000 units, but demand for it clearly hasn’t met expectations. This comes despite the fact that it’s one of the most affordable new EVs in the country, starting at $27,600 excluding a $1,395 destination fee.

Many argue modern cars are too complex and frequently overloaded with technologies and complicated infotainment systems that get in the way of the driving experience. While this may be true, advanced new tech, including over-the-air systems, makes updating cars from home easier than ever.

In 2012, Tesla was the first car company to introduce an OTA update, and it’s now something most other brands do, in particular EV firms. Among them is Lucid, which has just announced an update to overhaul the infotainment system of the Air, bringing it in line with the newer all-electric Gravity SUV.

Read: Lucid Air Recall Has Owners Parking Outside While Software Plays Firefighter

The new system, known as Air UX 3.0, updates the right cockpit panel with swipeable cards allowing owners to place their most frequently used features within easy reach. As part of the update, Lucid has also introduced its new Quick Controls function, allowing drivers to swipe down from the top of the screen and quickly access important controls.

Lucid has also improved how Apple CarPlay and Android Auto work. Now, both smartphone mirroring options fill the entire right display. The system also provides for more seamless multitasking.

Using the onboard navigation system also promises to be easier than ever. It now stretches across both dashboard-mounted displays and has improved EV routing capabilities, meaning drivers can set preferred charging networks and stations. It’s also now easier than ever to switch between saved and guest driving profiles.

Some Cars Need Hardware Upgrades

All 2025 and 2026 Lucid Air models will receive the new system through a free over-the-air software update, starting from September 29. While the new system also works on 2022, 2023, and 2024 models, Lucid says they require a new infotainment processor, priced at $950 in the United States, including installation. Owners of these models can schedule a service appointment to get the upgrade.

Demand for Chinese electric vehicles continues to surge across the UK, but this near-unrelenting growth could soon slow to a crawl. According to a new report, the UK may follow in the footsteps of the European Union and impose tariffs on EVs from China.

The push for tariffs is being led by the EU. Officials have reportedly told British ministers that unless the country hits Chinese vehicles with tariffs, then the UK could be cut out from the ‘Made in Europe’ scheme. If this were to happen, it would make it much more expensive for British car manufacturers to sell vehicles into the EU.

Read: Half Of British Drivers Would Now Buy A Chinese Brand They Couldn’t Name 3 Years Ago

The Sunday Times reports that UK business secretary Jonathan Reynolds has started drafting a package for tariffs in the lead-up to a summit being held between the UK and EU next month. Up until this point, the country has been reluctant to impose tariffs, but as sales of Chinese vehicles have surged, it appears they are now getting ready to act.

Jaecoo Tops Sales Charts

A look at recent sales data shows just how much demand there is for Chinese cars in the UK. In September, almost a quarter of all new cars sold in the UK came from China. The nation’s best-seller was the Jaecoo 7 with an extraordinary 10,812 sold last month, allowing it to even outsell the Tesla Model 3.

The Jaecoo 7, often referred to as a ‘Temu Range Rover,’ is sold in the UK with a 1.6-liter turbocharged petrol engine and a 1.5-liter plug-in hybrid. September was the second month this year that it has been a best-seller in the UK. It’s unclear if the UK is weighing up tariffs against combustion-powered models from China, but it’d be wise to do so if it really wants to stop brands like Chery, BYD, and others from taking over local roads.

In the EU, EVs from China face tariffs of as much as 45 percent. Chinese brands quickly shifted their focus from EVs to plug-in hybrids after these tariffs were instated. Lawmakers in the bloc are now said to be weighing up the possibility of extending the tariffs to also include hybrids.

It appears British lawmakers are taking threats from the EU seriously. Last week, the Society of Motor Manufacturers and Traders indicated the Made in Europe rules threaten British car production. If this latest report is true, it seems the UK is about to choose sides, and in siding with Europe, it may turn its back on China.

The American car market is a difficult one to crack; just ask VinFast. In the three years since it started selling EVs locally, it’s delivered a few thousand of them, and it’s also had to slash the number of dealerships it operates across the country. Despite this, VinFast isn’t ready to give up on the US.

The Vietnamese company initially launched in California, before expanding into other states throughout 2024 and 2025. At one point, it said it had secured agreements with 38 dealers across the country, but as of the end of 2025, it was operating fewer than two dozen dealerships. Things aren’t looking good.

Read: VinFast Sold Less Than 1,500 Cars In The US, So Naturally It’s Building A Factory

Then there’s the sales. Through the first seven months of this year, VinFast sold just 389 vehicles, a 63 percent decline from the previous year. To put that into perspective, Rivian sold 12,613 vehicles in the second quarter alone, and its vehicles are much pricier than VinFast’s. Things are so bad for VinFast that average incentives on the VF 8 sit at $19,000 per vehicle, while average incentives on the larger VF 9 are almost $20,000. It would seem the writing is on the wall for the brand.

VinFast Isn’t Going Anywhere

However, VinFast insists it isn’t going anywhere. It has secured franchise agreements for dealerships in Tustin, California, Redondo Beach, California, and one in Philadelphia. VinFast North America chief executive Brian Finnerty says the brand has a long-term commitment to the US.

“Our vision is clear: VinFast is continuing to build for the next phase of growth by investing in the customer experience, strengthening our team, continuously enhancing our products, policies, and sales and service network,” he said. “These new dealerships will ensure customers can access comprehensive sales, maintenance, and warranty support right in their local communities. This is more than an expansion of our network. It is a long-term commitment by VinFast to the U.S. market as we enter our next chapter of growth.”

This all sounds very good, but VinFast dealerships are still selling 2024 VF 9 and 2025 VF 8 models, underscoring how hard it’s proving to be for dealerships to sell these EVs.

Ambitious plans to establish a factory in the US have also been delayed multiple times. Initially, this plant in North Carolina was scheduled to start building vehicles in mid-2024, but earlier this year, VinFast pushed that date back to 2028.

A few years ago, Australians looking for a mid-size, all-electric SUV had very few options. Now, there’s never been more, and it seems as though a new option arrives every few months.

The Tesla Model Y still moves more units than any of the competition. Still, other models, including the Kia EV5, Hyundai Elexio, BYD Sealion 7, GAC Aion V, and Zeekr 7C, have opened up many options for buyers. Deepal is one of the newer Chinese automakers to launch locally and, backed by Changan, its S07 aims to upset the establishment.

Read: This Chinese SUV Is Like A Cut-Price Xiaomi YU7, Except For What’s Under The Hood

Sporting a coupe-inspired exterior, premium features, and an interior that feels genuinely considered, it seems promising. But is this enough to pull buyers away from the names they already trust? We recently spent a week living with the Deepal S07 to find out.

QUICK FACTS

Photos Brad Anderson/Carscoops

Sold in a single configuration and offered with either 19- or 20-inch wheels, the S07 is currently available from AU$47,990 (US$34,400), including all on-road costs, or roughly AU$10,000 (US$7,200) less than when it initially launched locally in early 2025. This is very competitive, making the Deepal AU$2,000 (US$1,400) cheaper than a base Kia EV5, and more than AU$15,000 (US$10,800) less than a Tesla Model Y.

For a brand that has absolutely no heritage in Australia, nailing price is extremely important, so Deepal has at least done a good job in that regard.

The S07 has a 79.97 kWh ternary lithium battery pack, driving a rear-mounted electric motor with 160 kW (214 hp) and 320 Nm (236 lb-ft) of torque, roughly on par with other electric SUVs in this segment. One crucial area where the S07 lags the competition is charging, with a peak DC rate of just 92 kW, meaning it takes 35 minutes to charge from 30 to 80 percent. AC charging peaks at 11 kW. Notably, the S07 includes a 3.3 kW vehicle-to-load function, which is a nice addition.

Photos Brad Anderson/Carscoops

Changan designed the S07 at its facility in Turin, Italy, and it stands out from much of the competition thanks to the coupe-SUV roofline and sporty lights. By comparison, the interior is typical of many current electric SUVs from China. For what it lacks in originality, it makes up for it with its material choices.

A 15.6-inch central infotainment display comes standard across the range and supports wireless Apple CarPlay and Android Auto. Like a Tesla Model Y, but unlike many of its competitors, the S07 doesn’t feature a separate digital instrument cluster, which is unfortunate. It somewhat makes up for this with a large, augmented-reality head-up display, but I would prefer a cluster.

The party piece of the S07’s cabin is that the central screen can sit centered or be angled toward the driver or passenger. It may only sound like a small thing, but it’s a great idea. After driving the Deepal for a week with the screen directed at me, it felt odd to step into another car with the screen centered. Several BYD’s have screens that can be positioned in portrait and landscape modes, but Deepal’s idea is better.

Photos Brad Anderson/Carscoops

Diving deeper into the screen reveals a tablet-like software package that’s easy to navigate, if a little overwhelming because of all the different controls and settings. The graphics are clear, and the responsiveness is excellent. Swipe down from the top, and you can configure several shortcut controls. You can also operate the climate control through the screen. It works okay, but I often had trouble turning the different vents on and off, as well as directing the air.

An annoying AI-powered voice assistant is also featured, greeting the driver every time they sit inside. Thankfully, you can turn it off.

The driving position is good, although it’d be nice if the seat could be lowered and there were more steering wheel adjustments. Soft-touch synthetic black leather adorns most interior parts, including the wheel, seats, center console, dashboard, and door panels, giving the cabin a premium feel. At the same time, the orange contrast stitching added some sporty flair. Our tester also had the same synthetic leather on the floor mats, which felt a little cheap.

At the rear, there’s enough space to fit two large adults with ease, plus separate climate controls and toggles to move the front passenger seat forward and back. Practicality is respectable, but far from class-leading. With the rear seats upright, you can fit 445 liters (15.7 cubic feet) in the rear, or 1,385 liters (48.9 cubic feet) with the seats folded down.

Smooth But Soulless

There’s a lot to like about the S07, although there are certainly elements that could be improved.

When the S07 first launched, it drew fierce criticism for feeling unfinished and having poorly calibrated safety systems. Several software updates over the past year have improved things, and they seem to have mostly worked.

When I first stepped into the Deepal, I was relieved to see that the overzealous driver monitoring system can be easily disabled through the swipe-down menu and, importantly, it remains off even after the S07 is turned off and switched back on. When I did use it, I found it overbearing, frequently telling me I was distracted no matter how focused I actually was.

Photos Brad Anderson/Carscoops

The S07 isn’t particularly quick, not that you’d expect, given it has a single motor. It takes about 7.9 seconds to reach 100 km/h (62 mph), and although this won’t get your heart pumping, it’s more than adequate for everyday driving.

Read: Avatr 07 Revealed As Yet Another Chinese EV Looking To Shock Tesla Model Y

The rear-wheel-drive setup also means the S07 avoids the torque steer found in some front-wheel-drive competition, like the Kia EV5 and Hyundai Elexio. The lighter front end also gives the S07 a pointy, direct feel when turning, while staying surprisingly flat through sweeping corners and tight hairpins.

The level of regenerative braking is highly customizable, which is welcome, but what’s not so welcome is the lack of a one-pedal driving mode, which seems like a silly exclusion in this day and age. Compounding that, the transition from regen to the mechanical brakes isn’t as smooth as it could be. It also doesn’t use steering wheel paddles for regen adjustments on the fly.

Ride comfort is good, and the S07 walks the fine line between sportiness and plushness well, quickly responding to imperfections in the road without sending too many thumps into the cabin. I think it could be a little softer, but that’s really clutching at straws. 

Deepal quotes a combined efficiency of 18.6 kWh/100 km and says the S07 gets up to 475 km of range, roughly on par with similarly priced competition. I averaged 17.8 kWh/100 km, so that claimed range is certainly achievable in the real world. It’s just a shame that using a public DC fast charger gets a little annoying given the slow peak speeds.

The automated driving functions need further improvement. While things like adaptive cruise control and lane-centering work relatively well, the S07 often hugs freeway lane lines rather than sitting in the center of a lane.

Photos Brad Anderson/Carscoops

Verdict

The Deepal S07 isn’t the best vehicle in the class, but at the current price point, it is a compelling package. Buyers eager for an EV that makes a statement on the road will find that in the S07, particularly in bright colors like Cosmic Yellow or Sunset Orange.

Sales data in Australia shows the S07 is performing reasonably well, with 522 examples sold through the end of June, making it more popular than something like a Leapmotor C10 and roughly on par with the Hyundai Elexio, although well down from the more than 3,000 Kia EV5s sold over the same time. For now, it’s not the best choice in the market, but it’s a solid option if you want something a little different. You’ll just have to live with the fact that you’ll be telling people you drive a Deepal.

Photos Brad Anderson/Carscoops