The rear end of BMW’s Vision Driving Experience concept has received widespread criticism online.
The EV concept features four electric motors, promising impressive performance but divisive styling.
Back in February, BMW pulled the curtain back on its all-electric Vision Driving Experience study, giving us a conceptual peek at what’s coming with the first M-branded Neu Klasse EV. The German brand’s design direction has faced its fair share of criticism in recent years, and while they’re trying to embrace a fresh new look, it seems not everyone is onboard with their latest vision.
Earlier this week, BMW published images of the Vision Driving Experience on its Instagram page, and the reception has not been all positive. A look through the comments shows that people have taken particular issue with the rear-end design of the EV, and we can’t blame them.
We think BMW has done a nice job with the front-end design of its Neue Klasse concepts, ditching the hideous kidney grilles found on several existing models in favor of slimmer grilles that are joined seamlessly with the sharp LED headlights. However, the rear is a different story.
While the front of the concept sits quite low, as a sports sedan should, the rear end is much more upright and sits far higher than it needs to. The taillights are also positioned at the very top of the tailgate and look out of place.
People haven’t held back in voicing their opinion. “What the hell is this rear view,” one comment with over 6,500 likes reads. “Y’all need to fire your designer,” a user says, while another with over 3,000 likes says, “Tf are those rear lights.”
One comment is a meme showing a large pile of excrement, while another says, “I will pay you a billion pounds not to make this.” A popular fitness influencer with 2.7 million followers also left a comment, saying “Front is smooth but wtf is that rear.”
Since the piece went live, there have been a few positive comments sprinkled in, but they’re pretty much an afterthought, with likes numbering in the single digits. Safe to say, most people aren’t exactly lining up to praise this design.
So, what do you think – does BMW need to go back to the drawing board, or are we just nitpicking? In any case, at this point, the concept‘s rear end might be the least of the brand’s worries when it comes to public opinion.
Chinese EVs might be ready to take over the world, but the US is a different story.
Last year, Biden increased taxes from 25% to 100% to negate their price advantage.
Trump’s new tariffs worsen things, but in 2021, someone managed to bring in a Wuling.
The US and China have been at loggerheads for quite some time and their rivalry seems to be intensifying with each passing day. One could describe it as a 21st Century version of the US vs. USSR situation – a Cold War 2.0 if you like, with China replacing the country that used to be known as the Soviet Union when the latter collapsed almost overnight in the early 1990s. Well, one always needs an big, scary enemy to galvanize their citizens and keep their military and industrial complex busy, right?
One of the most hardly fought fronts in this undeclared war is that of the automotive industry. See, China used to be a lot like the Soviet Union, seen by Westerners as monolithic and stuck in the past, its people allowed no freedom whatsoever. Most of them didn’t even have cars, for crying out loud, and those that did were forced to make do with sub-par, by our standards, locally-made ones. Oh, how the tables have turned.
The US Has A “National Security” Problem
Nowadays, it’s the rest of the world that’s afraid at the thought of a Chinese invasion; only it won’t be by armored divisions, fighter squadrons and aircraft carriers, but something much more benign that’s already in vogue in the West: electric cars. Not cheap European or American knock-offs, either, but ones with cutting edge technology, modern design, lots of built-in features and even performance that can rival whatever their competitors throw at them. And all that at a much more affordable price, too.
No wonder the US is actively prohibiting them from being imported in the country on the grounds of protecting national security.
It’s not something that started with Donald Trump, either, despite the 47th President being extremely vocal about putting an end to China’s advancements. The former occupant of 1600 Pennsylvania Avenue in D.C., Joe Biden, was the one who increased the tariffs on Chinese cars from 25 to 100 percent in 2024, while he banned tech giant Huawei from the States by evoking (you guessed it) national security concerns.
Excluding Chinese-made cars from brands like Volvo, Polestar and Ford, no cars from the Peoples’ Republic are allowed to be sold in the US, whereas GM and Ford have been doing business in China for many years and even build market-specific models that cater to local buyers’ preferences.
One Man’s Quest to Get His Hands on GM’s Wuling Macaron
Which brings us to John Karlin, a guy who might or might not have had all of this in mind when he read an article in 2021 about GM China’s Wuling Hongguang Mini EV outselling the Tesla Model 3 in China. “I saw an article saying the most popular EV in the world is the Hongguang Mini EV, but you can’t have one. So that got me asking: Well, why is it the most popular vehicle? And why can’t I have one?,” he told Wired.
Eager to know what all the fuss was about, he went on and ordered a Wuling Macaron, a fancier version of the Mini EV, that he was determined to make his daily despite car imports from China being officially forbidden.
Undeterred, he bought one and started looking for a way to bring the EV on American soil legally. Buying it though was the easy part, and it cost him less than $8,000. Importing, registering and driving it on US roads proved to be the real challenge. By October Karlin, a registered nurse and quality process analyst, was driving from Oklahoma City to Freeport, Texas, to pick it up. Which, naturally, begs the question: how did he do it?
A Legal Loophole and an Ingenious Workaround
Karlin’s first roadblock was the 25-year law that allows cars of that vintage or older to be imported without going through the federal certification process. Problem: China wasn’t exactly making EVs that long ago. Grey, or parallel, imports, which thrive in other countries like the UK, where many Japanese icons have been imported over the years, was also not an option.
Congress made sure of that in 1988 when it outlawed them in order to protect US-made cars from the invasion of the Europeans and the Japanese that was happening at the time. Not that it eventually did domestic makers much good anyway.
Nevertheless, Karlin did have another recourse. As he told Wired, he discovered that certain states, including Oklahoma, have their own set of safety regulations for low- and medium-speed vehicles that aren’t allowed on highways. These are supposed to be street-legal golf carts or farm vehicles, but the diminutive Wuling Macaron fitted that description too.
The only thing he had to do in order to register it was to limit the EV’s top speed to 35 mph, proving that it wouldn’t go on a highway. While for many that would be a serious deterrent, Karlin mused that since he would only drive it to get to work or go grocery shopping, top speed wasn’t an issue anyway.
With that out of the way, the Macaron was registered, with Karlin thought be the first individual who brought such a car in the US. All in, it cost him around $13,000, which is 50 percent more than the sub-8k original price, but still cheaper than any other EV in the market, and it did the job quite nicely.
A Sweet Victory, But For How Long?
Karlin enjoyed the tiny Chinese EV for 12 months. Even though the state of Oklahoma re-audited his paperwork (he passed with flying colors) and he was followed by the police (but never pulled over), he was compelled to say goodbye when an unnamed US company offered to buy it from him in order to conduct research.
In fact, the company’s CEO visited him personally in Oklahoma City and sat in the car. Karlin admitted to Wired that he could “see the wheels turning in his head as he’s realizing this and that, and looking at these different features and materials”.
Today, with Biden’s 100 percent tax being compounded by Trump imposing a 20 percent levy on Chinese cars at first, and recently a 25 percent tariff on all imports, the cost would be significantly higher than it was in 2021, so going to all that trouble to bring in the Wulling probably wouldn’t make sense. But, at the time, it was a win for an individual fighting a government preventing him from getting his wish, and he did it all by the book, not by resorting to shady practices. We bet he feels going to all that trouble was well-deserved.
PROS ›› Comfortable ride, impressive power, high-quality interior CONS ›› No Android Auto/Apple CarPlay, limited physical controls, small boot
Europeans are notoriously loyal to their automotive brands, especially when it comes to premium options. However, that hasn’t stopped Seres, a fresh-faced Chinese automaker, from dipping its toes into the European market with a fully electric SUV. We recently spent a week behind the wheel of the Seres 5 to see what it has to offer prospective buyers.
The Seres 5 made its European debut in 2023, with a slow rollout across the continent through 2024. The model mirrors the design of the Chinese version that has been around since 2019, albeit with a slightly longer body. In 2022, Seres teamed up with Huawei to launch the Aito M5, a revamped version, but the global-spec Seres 5 we tested hasn’t yet gotten the same redesign.
Seres, formerly known as SF Motors, may be rooted in China, but it has a Silicon Valley presence and once had grand ambitions of selling cars in the U.S. These plans, however, appear to have been quietly shelved as the company shifts its focus to Europe, South America, and the Middle East.
QUICK FACTS
› Model:
2025 Seres 5
› Price:
€57,500 ($62,800) including local EV subsidies
› Dimensions:
Length: 185.4 inches (4,710 mm)
Width: 76 inches (1,930 mm)
Height: 63.8 inches (1,620 mm)
Wheelbase: 113.2 inches (2,875 mm)
› Curb Weight:
5,203 lbs (2,360 kg)*
› Powertrain:
Dual Electric Motors (AWD)
› Output:
577 hp (430 kW / 585 PS) and 940 Nm (693 lb-ft)
› 0-62 mph (0-100 km/h):
4.2 seconds*
› Battery:
80 kWh
› Range:
483 km / 300 miles (WLTP)
› On Sale:
China, Europe, Middle East, South America
*Manufacturer
SWIPE
Smooth and Curvy Lines
Unlike many new Chinese car brands that lean heavily on copying their established competitors (we’re looking at you, other automakers), Seres has made an attempt to bring something new to the table. Sure, eagle-eyed car nerds might spot a few design cues reminiscent of other cars—like the DS-style curvy daytime running lights or a subtle nod to the Porsche Macan in the rear end—but for the most part, the Seres 5 stands on its own.
The standout feature of the aerodynamic bodywork is the leaf-shaped greenhouse, highlighted by chrome accents. The EV’s silhouette blurs the lines between traditional and coupe-style SUVs, emphasizing the sculpted rear shoulders. The standard 21-inch alloy wheels, paired with red brake calipers, set a sporty tone, reinforcing that the Seres 5 is more of a GT crossover than an adventurous SUV.
During my time behind the wheel of the Seres 5, I noticed it attracted more attention than your average EV, turning plenty of heads—though that might also be because it’s a fresh new offering sparking curiosity. However, despite its recent arrival in Europe, the design is starting to feel outdated compared to newer competitors.
With a length of 4,710 mm (185 inches), the Seres 5 is a direct competitor to the Tesla Model Y, although the brand would prefer to position it against similarly-sized premium SUVs such as the BMW iX3, Mercedes GLC, and Audi Q6 E-tron.
The Cabin Is A Nice Place To Be
Step inside and you’re greeted by premium materials including the Nappa leather upholstery and the wood inserts. The perceived quality and the fit and finish is better than you would expect from a new brand, even though it doesn’t reach the levels of high-end models from the likes of BMW and Genesis. The standard equipment is quite generous and includes a panoramic glass roof and comfortable seats with heating, ventilation, massage, and memory functions.
The floating center console is a nice touch, incorporating a proper gear lever, storage compartments, and two wireless charging pads with cooling. The centerpiece is a Tesla-like 15.6-inch touchscreen, which is home to all of the vehicle’s functions. While the infotainment system’s interface is fairly easy to use, it’s missing physical controls for key functions like A/C and drive modes—making it occasionally frustrating to navigate on the fly.
A more glaring omission is the lack of Android Auto or Apple CarPlay, meaning your smartphone can only connect via Bluetooth. Sure, there are buttons on the steering wheel for media and calls, but the ADAS stalk feels a bit like something from a previous generation.
The digital instrument cluster and head-up display give you all the essential info, but their graphics could use a refresh—they only change when you’re in the Race driving mode. On a positive note, the infotainment screen features sharp wallpapers and quirky widgets like “Take A Break” and “Camping Mode,” so at least you’ll have something to occupy your mind when the car is parked. Unfortunately, I was let down by the audio system—while the bass and volume are fine, the clarity just doesn’t live up to expectations.
Rear passengers are treated with the same level of quality as the ones in the front seats, having access to their own USB ports, climate vents, seat back net pockets, and a central armrest with cupholders and a storage cubby. Once you get past the weird shape of the rear doors, there is more than enough headroom for tall individuals. Rear legroom is adequate, but not as generous as in some other models in the category.
The boot space is where things get a little tight at 367 liters (13 cubic feet) in the five-seater configuration and an additional 67 liters (2.4 cubic feet) in the trunk. Then there’s the tailgate: to be honest, I spent several minutes trying to figure out how to open it. It turns out that the dedicated button is mounted on the rear windscreen wiper. Owners will know, but it’s not convenient having to explain this to every single one of your passengers when they want to put something at the back, although their reactions should be interesting.
Driving Impressions: An Electric Grand Tourer
Even after the first minutes of driving the Seres 5, I was impressed with the high levels of comfort, as the suspension smoothed out the bumps, cracks, and potholes of the roads. The chassis feels sturdy and the sound insulation is on par with premium rivals, making the cabin a sanctuary. here’s just one small issue: the faint hiss from the electric motor at low speeds, which, while minor, is noticeable if you’re paying attention.
Despite the intimidating figures which would put any ’90s supercar to shame, the Seres 5 proved to be friendly behind the wheel. This is especially evident in Eco mode, which prioritizes efficiency over performance. Comfort mode gives access to more grunt and is perfect for daily use, while Sport and Race unleash the full 577 hp (430 kW / 585 PS) and 940 Nm (693 lb-ft) of torque.
Even in the sportiest settings, the Seres 5 remains composed, offering smooth power delivery and minimal wheel spin when you floor it from a standstill. Acceleration is impressive, especially when you’re cruising between 60-140 km/h (37-87 mph), making highway overtakes feel effortless. This is where the Seres 5 excels as a long-distance cruiser.
The steering is notably light by default, making it ideal for city driving, but less suited for spirited handling. Luckily, there’s a setting that adds weight to the steering, though it requires disabling some lane-keeping ADAS features first, and it still feels artificial. Overall, while the Seres 5 packs plenty of power and the suspension manages its weight well, it’s clear that this vehicle wasn’t built for chasing hot hatches on winding roads.
Range And Charging
In terms of range, you can expect about 400 km (250 miles) from the 80 kWh lithium iron phosphate battery pack if you’re driving sensibly. The most efficient drivers might push closer to the WLTP estimate of 483 km (300 miles), but it’s tough to hold back when 577 hp is tempting you with every press of the accelerator. That said, the Seres 5’s range is comparable to the outgoing Tesla Model Y Performance, which was rated for 280 miles in the US, though most real-world drivers saw closer to 240-260 miles.
The battery can charge from 30% to 80% in 25 minutes using a 100 kW DC charger. While that’s decent, it’s not as fast as some rival EVs from the Hyundai Group or other Chinese automakers. It’s also worth noting that while the BEV is the only option available in Europe, buyers in China have the option of a range-extender powertrain, which is better suited for hypermiling.
Pricing And Rivals
Unlike other Chinese automakers like BYD, which target price-conscious buyers, Seres has positioned its only EV offering closer to European pricing. In Greece, where we tested it, the Seres 5 is priced at €57,500 (equal to $62,500) with local EV subsidies. In Germany, where availability is more limited, the price jumps to €64,990 ($70,700). These figures apply to the full-spec AWD trim, which is currently the only option available in Europe.
As is typical with a new brand like Seres, depreciation is something potential buyers should keep in mind. Used 2024 models with very low mileage can already be found for as little as €40,000 ($43,700)—not great for the original owners, but a pretty sweet deal for anyone looking for a one-year-old EV with plenty of performance.
When it comes to competition, the Seres 5 faces stiff challenges. The Tesla Model Y, for example, offers a comparable AWD Long Range trim starting at €43,990 ($47,900) in Greece. The facelifted Kia EV6 GT AWD is also a solid contender at €56,990 ($62,000).
There are a few premium offerings in the same price range, but they tend to be less powerful in their base configurations. For example, the outgoing BMW iX3 (not offered in the US) starts at €52,950 ($57,600) here in Greece, the Lexus RZ450e is priced at €58,700 ($63,900), and the newer Audi Q6 E-tron kicks off at a considerably higher €67,980 ($73,900). It will be interesting to see how the prices of the upcoming BMW iX3 Neue Klasse and the fully electric successor to the Mercedes-Benz GLC compare.
Verdict
The all-electric Seres 5 offers a comfortable ride, plenty of power, and the kind of premium feel you’d expect from a more established brand. Despite being a newcomer, it has a distinctive design and a high-quality interior, packed with standard features. However, it does fall short in a few key areas, including the lack of modern connectivity options (though this could potentially be addressed with a future update), the absence of physical controls for essential functions, and some design elements that feel a bit dated.
The biggest hurdle for the Seres 5, however, is the intense competition it faces from well-established brands that already have loyal customer bases. On top of that, it lacks both the brand prestige of its European and Japanese rivals and the price advantage typically associated with Chinese models—one of the main selling points for many buyers.
If Seres can manage to lower the price, it might be worth considering introducing the Chinese-market range-extender version of the 5 in Europe, which could give the car a much-needed edge.
This years’s new Skoda’s seven-seat electric SUV has been spied testing.
EV alternative to ICE-powered Kodiaq is based on the Vision 7S concept.
Range of other MEB EVs drops below 140 miles when towing, tests show.
Skoda began teasing its new three-row electric SUV last month, which means a debut is probably imminent. But while the marketing team is stirring up some excitement, the Czech company’s engineers are making sure future owners don’t get a dose of the wrong kind of excitement when towing a large trailer.
SUVs are popular for their high driving position and generous interior space, but many owners buy traditional ICE-powered utilities because even those without body-on-frame construction can make for useful towing vehicles. And if automakers want to present EVs as serious alternatives to combustion vehicles, they need to be be able to haul trailers, boats and caravans, too.
The Towing Potential of EVs
In some ways, EVs make great tow vehicles. They’ve got tons of low end torque, the power delivery is smooth, and brake regeneration can prevent the conventional brakes from ever becoming overloaded. But because they are heavy, their towing capacity is usually lower than that of an equivalent ICE machine.
This new Skoda SUV, a production version of 2022’s Vision 7S concept which could be called the Space, is an electric alternative to the seven-seat combustion-powered Kodiaq. The Kodiaq is built on VW’s MQB Evo platform and in all-wheel drive vRS guise has a maximum towing capacity of 2,500 kg (5,510 lbs). But its electric counterpart rides on the MEB platform, the same one used by the Skoda Enyaq and VW ID.Buzz, and neither of those EVs can legally haul as big a load.
ICE Beats EV For Towing
The dual-motor Enyaq tops out at 1,200 kg (2,650 lbs) for a braked trailer, and Europe’s dual-motor Buzz can tow 1,800 kg (3,970 lbs) when fitted with the smaller 79 kWh battery, or only 1,600 kg (3,530 lbs) with the 86 kWh pack. But one of the Skoda’s key rivals could be Kia’s EV9, and that is rated at an impressive 2,500 kg (5,512 lbs).
In reality, if Skoda’s big EV can pull 1800 kg, that might be enough for many buyers not looking to drag huge boats, caravans and car trailers around. However, they’ll have to accept a sizeable drop in driving range when they’re hooked-up.
Many owners of MEB-platform EVs, including the VW ID.4 and Buzz, have documented their experience with towing in online forums, and according to their results, it’s not unusual to see a 50-60 percent reduction in range when pulling even an 820 kg (1,800 lb) trailer.
A 150-Mile Range?
Skoda claims a maximum range of 334 WLTP miles (537 km) for the AWD Enyaq in optimum weather conditions and when not towing, and the bigger seven-seater in these spy pics could be good for 370 miles (596 km) if it matches the claims for the 7S concept, which had an 89 kWh battery. But you could still be looking at a tow range of less than 150 miles (240 km) unless you keep the speed way down.
Sure, ICE-powered SUVs also take a big mpg and range hit when towing (though usually less than 50 percent), but they don’t have to worry about where to charge, or deal with the fact that unlike petrol stations, charging ones are generally not set up to deal with vehicles towing something behind them. So, would you buy an EV if you knew you wanted to tow things?
Changes in ecosystems mean bad news for lake whitefish and those who love it. The species' population is rapidly declining in some areas of the Great Lakes.
GM is temporarily halting BrightDrop 400 and 600 production at CAMI Assembly in Canada.
The slow-selling vans have been piling up, so workers are being laid off starting next week.
Following some off and on again production, the plant will be cut to a single shift in October.
GM had high hopes for their BrightDrop brand, but that enthusiasm waned and the vans were rolled into the Chevrolet lineup. While that move was designed to boost sales and availability, it hasn’t helped much as hundreds of unwanted vans have been piling up.
Given the growing inventories, it’s no surprise that the company is temporarily halting production at CAMI Assembly in Ingersoll, Ontario. The Canadian plant started BrightDrop production in late 2022 and employs more than 1,200 people.
Temporary Layoffs and Production Shifts
According to Unifor, GM will initiate temporary layoffs on April 14 and then bring workers back for limited production in May. Production will then end again to allow for retooling for assembly of the 2026 model.
When production resumes in October, the plant will be dropped down to a single shift for the foreseeable future. The union says this will result in the “indefinite layoff of nearly 500 workers.”
Unifor National President Lana Payne described the moves as a “crushing blow” and called on the automaker to “do everything in its power to mitigate job loss during this downturn.” She also called on the government to step up and support Canadian auto workers as well as Canadian-made products.
Payne was particularly adamant about the latter as she pitched the 400 and 600 vans as a “smart choice for Canadian business, government agencies, and for our economy.” That’s a not so subtle hint that she wants the government to buy some of the electric delivery vans.
While BrightDrop’s struggles are far from new, Payne used the opportunity to attack the Trump administration. She accused the United States of creating “industry turmoil” and said “Trump’s short-sighted tariffs and rejection of EV technology is disrupting investment and freezing future order projections.” She went on to claim this is “creating an opening for China and other foreign automakers to dominate the global EV market.”
Pricing Dilemma
As for the vans themselves, BrightDrop’s offerings start at $77,900, providing up to 614.7 cubic feet (17,406 liters) of cargo space and a combined range of up to 272 miles (438 km).
However, rival electric vans are far cheaper as the Ford E-Transit Cargo starts at $51,000 while the Mercedes eSprinter can be had for $61,180. That’s a bit of an apples to oranges comparison, but it’s not hard to see why hundreds of BrightDrop vans are sitting on dealership lots.
Despite the problems, Unifor noted the company is committed to CAMI Assembly and the 2026 vans will be getting “upgrades.” What those are remain to be seen, but hopefully a smaller battery pack is on the way to reduce pricing.
The Verge TS Pro traveled 193 miles on a single charge.
Power is provided by a hubless motor with 137 hp and 738(!) lb-ft.
The electric motorbike weighs in at a hefty 540 lbs or 245 kg.
This eye-catching all-electric motorcycle is the TS Pro from Verge, and it’s just set a Guinness World Record for the furthest distance traveled by an electric motorbike. Over 16 hours, it was ridden 193 miles (310.6 km) around London and finished the trip with 7% charge still left in its battery pack.
Electric motorbikes have yet to take off in the same way as electric cars, in part because battery packs are heavy, and weight is the enemy on a two-wheeler. However, the TS Pro shows that it is possible to build a compelling electric bike with heaps of power, a usable range, and relatively manageable weight.
Driving the TS Pro is a single hub-less electric motor at the rear with 137 hp and 738 lb-ft (1,000 Nm) of torque. Verge says it needs just 3.5 seconds to hit 100 km/h (62 mph), meaning it can keep pace with some proper sports cars. The bike tips the scales at 540 lbs (245 kg), and while that’s hefty for a bike of this size, it’s not crazy. It also has a claimed riding range of 217 miles (350 km).
To see just how far the TS Pro can travel in the real world, Verge recruited two motorcycle influencers and let them ride the bike around inner London for 16 hours at an average speed of just 12 mph (19 km/h). The bike ended its run, having traveled an impressive 193 miles (311 km), setting a new record in the process.
Admittedly, riding around at slow speeds greatly benefits an EV like this. Had Verge attempted the record while sitting at highway speeds, there’s no way the TS Pro would have been able to travel anywhere near as far as it did.
Subaru teases its upcoming 2026 Trailseeker EV ahead of its debut at the NY Auto Show.
It’s likely been developed with Toyota that will offer its own electric compact SUV in 2026.
Both Subaru and Toyota’s electric SUVs are expected to feature different designs.
The new-generation Outback won’t be the only Subaru making its world premiere at the New York Auto Show later this month. The automaker has just teased another model: the 2026 Trailseeker. So, what exactly is this Trailseeker? Well, Subaru has given us precisely two pieces of solid information: it’s an EV and a photo that shows part of the tailgate and cladded rear bumper. Riveting stuff, right?
Here’s what Subaru did say, though: “Get ready to meet your newest adventure-ready sidekick from Subaru: the all-new 2026 Subaru Trailseeker EV SUV. See it in person at the 2025 New York International Auto Show, coming soon.”
Now, this doesn’t give us a lot to work with—so far, it’s just a whole lot of mystery. We haven’t caught wind of any EV prototypes from Subaru recently, so it’s all a bit speculative at the moment. However, what isn’t speculative is the fact that Subaru has already confirmed it’s working on a compact electric SUV in collaboration with Toyota. Both brands plan to sell it in Japan, Europe, and North America.
Some have speculated that the Subaru version might be a twin to Toyota’s recently revealed CH-R+, which is set to hit the US next year. But, from what we can gather, that’s not the case. Toyota and Subaru have teased separate compact EVs, and the Trailseeker is likely one of those models.
Expect the two electric SUVs to be related in much the same way that Toyota’s bZ4X and Subaru’s Solterra EVs are essentially twins beyond the styling differences. The teaser image from Toyota’s version of the Trailseeker shows a more traditional SUV shape, with a sharp nose, roof rails, and a more upright rear end—think RAV4. At the very least, the two will have different front and rear designs, but Subaru’s version will likely play up the brand’s off-road image with more cladding and possibly other tweaks to match its name.
The good news? We don’t have to wait long to find out. The New York International Auto Show kicks off next week, April 17, so like they say, stay tuned.
McMurtry Spéirling drove upside down using nothing but active downforce from fan technology.
It’s the first demonstration of its kind after years of theorization that it’s possible to do such a thing.
The demo opens new possibilities for performance safety and accessible driver-focused engineering.
Somebody call Jim Hall, because his wild idea of using a fan to stick a car to the road just got its ultimate validation—this time, upside down. More than half a century after the Chaparral 2J used fans to create ground-hugging downforce at any speed, the McMurtry Spéirling has shown just how far that tech can go. To put it plainly, it drove upside down, held to the surface not by gravity, but by sheer aerodynamic force.
The Spéirling is a small but intensely capable electric supercar. Pretty much every time we talk about it, it’s breaking another track record. This time, though, it’s setting an all-new benchmark. It’s the first car in history to drive upside down while held to the ground by downforce alone.
999 Horses, Zero Chill
As a reminder, this tiny terror makes 999 hp (745 kW) and weighs just 2,200 lbs (1,000 kg). If those figures weren’t bonkers already, the car leverages a fan system that sucks the chassis to the ground. It can create an incredible 2,000 kg (4,400 lbs) of downforce at 0 mph (0 km/h). That’s how it just pulled off the coolest thing we’ve seen on four wheels in a while.
During the demonstration, if you can call it that, the Spéirling drove up a ramp onto a specially built platform. There, it engaged its “Downforce on Demand” system, sucked itself to the ground, and the the platform rolled. Only when the platform was 180 degrees from right-side-up did it stop. At that point, the driver moved the car forward while staying on the platform. Then, the entire rig finished rotating back to its original position, and the McMurtry drove off like it was another day at the office.
Behind the wheel for the stunt was Thomas Yates, Co-founder and Managing Director of McMurtry Automotive. “That was just a fantastic day in the office! Strapping in and driving inverted was a completely surreal experience,” he said. “The 2,000 kg of downforce that the fan system can generate is truly astonishing to experience, and it’s great to show the reason why our Spéirling continues to take records around the world.”
Yates added that this was just a taste of what the tech could achieve. “This demonstration was an exciting proof of concept using a small purpose-built rig, but is perhaps just the beginning of what’s possible. With a longer inverted track or a suitable tunnel, we may be able to drive even further! Huge congratulations and thanks to the entire McMurtry Automotive team, especially the engineers involved in the car and fan system’s design, they are the heroes of today.”
The Safety Implications
Perhaps the most interesting part of the stunt is what it implies for real-world performance—and more importantly, safety. Traditional race cars rely on speed to build downforce. That means during slower sections, spins, or emergency maneuvers, they lose grip when it’s needed most. McMurtry’s fan system flips that logic by providing full downforce even when the car’s barely moving.
“The amount of grip and downforce available means that application of the brakes will often see them (the driver) stop almost immediately, often while still on the tarmac,” says McMurtry. What that means for customers is a safer and more approachable experience.
Which brings us to one of the brand’s core goals: making record-breaking performance accessible to actual driving enthusiasts. And with this kind of tech, it’s not just about going faster. It’s about being able to do so with control, confidence, and—if you really want to flex—upside down.
The Department of Government Efficiency reduced NHTSA’s headcount by 4%, raising concerns.
A Tesla manager argues that NHTSA needs more employees, not fewer, for safety oversight.
Critics point to conflicts of interest due to Musk’s influence over NHTSA staffing decisions.
News about recent firings by Elon Musk’sDepartment of Government Efficiency (DOGE) has raised concerns about potential conflicts of interest for the Tesla CEO. During DOGE’s fiery critique of the federal workforce in February, it was revealed that several staff members from the National Highway Traffic Safety Administration’s Office of Vehicle Automation Safety had been let go.
The tension between Musk and the NHTSA is hardly a secret. After all, the safety agency is currently investigating Tesla vehicles in eight active cases, and it is responsible for regulating self-driving technology. Musk has long promised that Tesla will deploy millions of robotaxis across the United States, a plan that would be more achievable with fewer regulatory hurdles standing in the way.
Speaking with The Financial Times, insiders revealed that approximately 30 people were fired from the NHTSA in February. It’s believed that those working in the NHTSA’s vehicle automation safety team were “disproportionately affected.” While it’s unclear precisely how many were fired from the specific department, DOGE cited poor performance in axing the jobs of these employees.
Despite the controversy surrounding the layoffs, it’s important to note that the NHTSA’s vehicle automation safety division was only formed in 2023. As a result, many employees were still in their probationary period, making it easier for the agency to terminate their employment. The total layoffs at NHTSA accounted for 4% of its workforce, which may seem small, but it raises concerns from some corners of the industry.
One unnamed Tesla manager expressed concern that the layoffs could weaken the NHTSA at a time when it needs more resources to tackle the challenges of autonomous vehicles. “Letting DOGE fire those in the autonomous division is sheer madness—we should be lobbying to add people to NHTSA,” the manager told the FT. “They need to be developing a national framework for autonomous vehicles, otherwise Tesla doesn’t have a prayer for scale in FSD or robotaxis.”
A former NHTSA employee also weighed in, noting, “There is a clear conflict of interest in allowing someone with a business interest influence over appointments and policy at the agency regulating them.”
Tesla has launched an entry-level Cybertruck Long Range for $69,990 plus destination.
Single-motor, RWD LR undercuts AWD by $10,000, improves range by up to 37 miles.
Downsides include 6.2-sec 0-60 mph time, inferior tow rating and much less standard kit.
Almost 18 months after the Cybertruck finally went on sale in December of 2023, Tesla has finally gotten around to launching a more affordable entry-level model. But the downgraded spec of the Cybertruck Long Range makes you wonder whether you might want to give it a miss.
Not Quite a Bargain, But Better Than Nothing
A simple, single-motor, rear-wheel-drive Cybertruck was always part of the plan. And while the 2025 Long Range’s price of $69,990 plus $2,245 destination and order fees (but before the $7,500 tax credit) is far from the $39,990 that Elon Musk promised this specific trim would cost back in 2019, it still represents a $10,000 savings compared to the existing bi-motor AWD model. It also comes in at $30,000 less than the absurdly expensive Cyberbeast.
And there are other upsides apart from that price. Losing the front motor and driveshafts helps cut the curb weight (Tesla doesn’t specify by how much), enabling the Long Range to secure a 350-mile (563 km) EPA driving range. That’s for an LR with no tonneau cover – order the optional $750 soft tonneau and the electric range climbs to 362 miles (583 km), well above the 325 miles (523 km) claimed for the AWD.
The Catch: A Lot of Equipment Compromises
But from there on things don’t look so good for the Long Range’s chances of snaring buyers. To get that price down Tesla has de-contented the Cybertruck so hard that you’ll be reminded every time you jump in it that you were too tight-fisted to go for the AWD.
Out go the vegan leather seats in favor of simple cloth versions that are still heated, but no longer ventilated, and you’re downgraded to puny 18-inch wheels unless you splash for the optional 20s fitted as standard on the AWD. But the $3,500 cost of doing that really eats into the price differential. Other kit to go includes the height-adjustable air suspension, which is replaced by simple steel springs, and the hi-fi’s speaker count is halved to seven.
Slower and Less Capable
And even if you’re the kind of driver that never gets into the right pedal hard enough to notice or care that the zero to 60 mph (97 km/h) time has grown from 4.1 to 6.2 seconds, you probably are going to care that the tow rating has been decimated. AWD Cybertrucks can haul 11,000 lbs (4,990 kg) but the Long Range is only good for 7,500 lbs (3,402 kg), and there’s a 265 lb (120 kg) payload reduction to factor in, too.
Throw in the loss of the bed’s electrical outlets and the fact that you have to pay extra for a soft tonneau when the AWD gets a retractable one as standard, and the Long Range’s appeal really does start to wane. Tesla would argue that what matters here is that the LR is competitive with mid-ranking Ford F-150 Lightnings, which accelerate slightly faster but don’t go as far on a charge. What do you think? Was the entry-level Cybertruck worth the wait?
Cybertruck Long Range now available
– $62,490 (incl. Federal Tax Credit) – 362 mi of range (est.) w/ Soft Tonneau – 6' x 4' bed – 7,500 lbs towing capacity pic.twitter.com/ZP5S5uxHiY
MG has dropped teaser images of a new Cyber X SUV ahead of the Shanghai Auto Show
Compact, rugged design features a squared nose, upright tail, and full-width LED light bars.
EV power is likely but unconfirmed; SAIC’s new E3 platform also takes hybrid powertrains.
MG’s Cyberster electric sports car helped make a splash for the brand, but it’s never going to sell in the millions. But here’s another Cyber-branded MG that might. It’s the Cyber X, and MG has just dropped teaser images of the boxy SUV ahead of its global reveal at the Shanghai Auto Show on April 23.
A series of silhouetted and darkened pictures show the second car from MG’s Cyber family from the side, the front- and rear-three-quarter angles. The X’s fashionably square nose and upright tail say this is a car designed for a younger crowd than the one usually seen in MG showrooms.
A full-width LED light bar stretches across the Cyber X’s face, with an illuminated MG octagon mounted just below it and flanked by two smaller LEDs. The fenders are flared above the wheels, door handles are sunk flush with the door skin, and a pair of roof rails underlines the go-anywhere vibe. At the rear, the waistline rises to meet the chunky D-pillar, and there’s another full-width LED bar and illuminated MG badge rounding out the show at the tail.
We’ll have to wait until the day of the show to make a final assessment on the design, but from what we can see here, the mix of tech and tough will find the Cyber X plenty of admirers. It’s eerily reminiscent of the new Smart #5, which could be handy because the newly-launched Geely SUV is likely to be one of the X’s key rivals.
Tech details are practically non-existent at this stage, but Chinese reports say that the X will be one of the first cars to benefit from SAIC’s new E3 platform, which features cell-to-body construction where the battery pack is made part of the car’s structure in an effort to cut weight.
The E3 architecture is capable of handling both electric and hybrid powertrains, though right now we don’t know whether the X will offer both or only one of those options. A closed grille suggests we’re looking at an EV. Car News China claims the X will feature semi-solid-state batteries, advanced drive assist features, and sophisticated phone-to-car integration.
We’ll be seeing more than the Cyber X from MG during this year and next. The automaker is preparing to roll out more than half a dozen new cars, including a second-generation MG4, a revised Cyberster, and four EVs, including a pair of sedans and a pair of SUVs. Not all are guaranteed to come to Europe, but our hunch is the Cyber X will find it worth the trip.
The EU and China are negotiating a minimum pricing system to address EV tariff disputes.
Chinese EVs face tariffs of up to 45.3%, with varying rates depending on their subsidies.
Germany, who had fiercely opposed tariffs right from the start, has backed negotiations.
Months after the EU imposed hefty tariffs on Chinese-made EVs, officials from China and the European Union are reportedly working on a deal that would allow them to avoid relying on those tariffs. Instead of sticking with tariffs, the two sides are now exploring the idea of setting minimum prices for China’s EVs as a potential solution.
A spokesperson from the European Commission confirmed that EU trade commissioner Maros Sefcovic and Chinese commerce minister Wang Wentao recently had a chat and agreed to explore the minimum price idea. At this stage, more discussions are in the works, though no specifics have been shared just yet.
What’s on the Table?
As of now, there’s no clarity on what these minimum prices might look like. Sefcovic spoke with Reuters, emphasizing that any pricing rules would need to be just as effective and enforceable as tariffs, without creating additional complications.
The European Union imposed tariffs on Chinese-made EVs last year following a lengthy investigation to see if Chinese brands received unfair subsidies from their government, allowing them to build and sell EVs for far less than most Western rivals. Newly-enforced tariff rates vary depending on how much assistance individual brands received and how cooperative they were with the EU’s probe.
For example, Chinese conglomerate SAIC received the harshest penalty: a 35.3% tariff on top of the pre-existing 10% import duty. Other companies, like BYD and Geely, were hit with tariffs of 17% and 18.8%, respectively.
The decision to impose tariffs was far from unanimous. Ten EU countries voted in favor, but 12 abstained, and five voted against. Notably, Germany opposed the tariffs, and the country is now pleased that talks are underway to find a more balanced solution.
“Regardless of current global developments, it must also be discussed here how to reduce obstacles and distortions in international trade, rather than building new hurdles,” Germany’s auto industry association, the VDA, said in a statement.
As the negotiations continue, it remains to be seen whether this minimum pricing strategy will gain traction or if it will be another attempt to sidestep deeper issues in global trade.
The agency forecasts weather, manages fisheries, and researches the world's oceans, atmosphere, and climate. The proposed budget cuts would slash the climate work entirely.
Bills in the U.S. House and Senate seek to permanently allow states and local governments to bypass a requirement that school bus driver applicants include engine component identification when performing the pre-trip vehicle inspection skills testing necessary to obtain their commercial driver’s licenses (CDLs).
The National School Transportation Association (NSTA) successfully asked the Federal Motor Carrier Safety Administration (FMCSA) in January 2022 for a three-month waiver of the so-called “under-the-hood” inspection test used to determine a school bus driver’s familiarity with engines and related components for noting potential hazards prior to starting a school bus route.
That particular skills test is mainly designed for long-haul truckers who might need to make minor repairs on the road. That is not the case for school bus drivers. Instead, they normally call dispatch after a breakdown, and a technician with a substitute bus is sent to the scene so school bus driver and students can proceed to school sites or afternoon bus stops.
NSTA Executive Director Curt Macysyn wrote at the time that the engine compartment inspection test presents a “significant obstacle” to applicants getting in their CDL and school bus companies from quickly hiring otherwise qualified drivers to address staff shortages.
Rep. John Carter of Texas, who said he drove school buses while in law school, discussed his recent reintroduction of H.R. 2360, The Driving Forward Act, to make the exemption permanent during a dinner last month at NSTA’s “Bus-in” lobbying event in Washington, D.C. A companion bipartisan bill, S. 1284, was introduced last week by Republican Sen. John Cornyn of Texas and Democratic Sen. Tammy Baldwin of Wisconsin.
Carter’s first attempt at passing the Driving Forward Act, introduced last April, failed to make it out of the House transportation and infrastructure committee. The legislation seeks to permanently extend the exemption from the “under the hood” engine compartment portion of the pre-trip vehicle inspection skills test required for obtaining CDL. This exemption is expected to make it easier for individuals to become school bus drivers, helping to alleviate the ongoing driver shortage.
In addition to making the skills test exemption permanent, the Driving Forward Act would require participating states to submit annual reports on the number of drivers licensed under the exemption over a six-year period. This data would help demonstrate success in addressing the driver shortage, the bill notes.
During the Capitol Hill Bus-in March 26-27, NSTA said school bus company members held 153 meetings with congressional offices and secured additional support for the Driving Forward Act.
“The path to getting an under-the-hood testing exemption for school bus drivers has been a long journey, but with the introduction of the Driving Forward Act in both the House and Senate, we are poised to achieve final success,” said Macysyn in a statement.
Not a ‘Silver Bullet?’
NSTA said 13 states have adopted the under-the-hood exemption. But some of those states are either no longer utilizing the exemption or questioned if the waiver is worth the effort.
Texas last year switched to the FMCSA’s new voluntary modernized CDL skills test developed by the American Association of Motor Vehicle Administrators, which was approved in August 2022. Rather than require driver applicants determine a driver applicant’s ability to identify all under-the-hood engine components, the modernized skills test for the front of any commercial vehicle including a school bus checks fluid levels and for air leaks.
Anthony Shields, director of transportation for San Marcos Consolidated Independent School District near Austin, Texas, said the modernized skills test makes it easier for applicants to test under the hood by utilizing skills cards that don’t provide answers to the applicants but instead “jolt their brains.”
“We didn’t find value in [the under-the-hood exemption], It didn’t really make it simpler,” commented Shields, before adding, ”It’s a good start to make changes for a school-bus-only CDL.”
Another state to adopt the under-the-hood skills test waiver is New York. At a recent meeting with the state DMV, the New York Association for Pupil Transportation shared very few driver candidates were opting for the waiver.
“I know some driver candidates have taken advantage of the waiver, but I don’t believe it is catching on,” commented David Christopher, NYAPT’s executive director. “The issue: It is a temporary license at this point, and it restricts the driver to in-state driving only. We have never believed this would encourage new drivers to the business. Most people who apply to drive a bus have no idea what the pre-trip entails. Therefore, the under-the-hood requirement would not seem to deter them because they are not aware of what is even required.”
He added that school district members have relayed that if new applicants are trained correctly, the under-the-hood portion of the test is not a problem.
In the end, Christopher said NYAPT supports the waiver, but with a caveat.
“If it helps a district get bus drivers, that would be great,” he added. “We don’t think it is the silver bullet that will solve the problem.”
David Johnson, executive director of the Iowa Pupil Transportation Association, also weighed in.
“My understanding is the process the state [Department of Transportation] had to go through to get the waiver was a bit of a nightmare, almost to the point where if they knew it was going to be such a hassle they may not have done it. That’s just my opinion, but that’s how it sounds,” he explained. “I have not heard of any districts that are saying, ‘Hey, this is making it easier to get drivers.’ What I have heard is districts [are] still having the under-the-hood stuff as a part of their in-house training, as they still want them to have that knowledge and check those components. I personally do not agree with the waiver. I think drivers need to know what to be looking for under the hood.”
Locals in Franklin County, Kentucky, are questioning why the local school district did not to cancel classes amid heavy rain and flooding that ultimately claimed the life of a 9-year-old student who was walking to his bus stop.
Franklin County Schools Superintendent Mark Kopp released a statement on social media confirming the death of one of their students, later identified as Gabriel Andrews, on April morning at approximately 6:35 a.m. It was the last school day before Spring Break.
The statement also included additional comments from the Frankfort Police Department, Mayor Wilkerson and Judge Michael Mueller.
Assistant Police Chief Scott Tracy said via dispatch received a call regarding a juvenile male caught in flood waters in the Hickory Hills area. A Franklin police officer was the first to arrive at the scene, followed by Frankfort Fire and EMS, Frankfort Franklin County Emergency Management, and other local emergency agencies that conducted an extensive search and rescue operation.
According to Tracy, emergency crews recovered the body of Andrews at approximately 8:45 a.m. He was pronounced dead at the scene.
Meanwhile, comments of social media posts reflected strong opinions about the district’s decision to hold school amid the severe weather challenges and flooding the state was facing as reported by the National Weather Service. Parents were concerned since two bus routes from the district had been cancelled, while others routes were not. STN reached out to the district regarding the routes and decision not to cancel school, but did not hear back at this report.
Additionally, many people shared their condolences to the child’s family through Facebook posts.
Both Wilkerson and Mueller extended their condolences to the family, gave thanks to first responders for their rapid response, and encouraged the community to stay safe during the weekend’s severe weather event.
A fourth grader in Maize, Kansas, drove his parent’s pickup truck to school after he missed his school bus, reported KSN News.
According to the article, someone saw the child driving the truck around 8:10 a.m. Wednesday and called the police. Responding officers could not immediately locate the pickup, until someone waved them down and pointed them to Pray-Wood Elementary School.
Police said the child drove the pickup about three miles from his home to the school. Officers added the child parked better than many adults.
Police reportedly did not ticket anyone and allowed the boy’s parents to handle the situation.
Factory Zero, which used to be the Detroit-Hamtramck plant, was renovated to build GM’s new EVs.
In 2020, GM poured in $2.2 billion in it, the biggest single investment in a plant in its history.
However, with demand for EVs not being as strong as expected, it now has to revise its plans.
The automotive industry is currently in a state of collective disorder. And while Donald Trump’s constantly evolving tariffs, which make the headlines daily as they have far-reaching consequences in whole countries and their economies, may play a huge role in that, it’s not the only one.
Electric vehicles, which were touted by almost everyone as dominating all major markets in the (very near) future, are definitely gaining ground with each passing year, just not at the rate most automakers were expecting. Excluding China and Norway, the rate of adoption by buyers is not as high as initially predicted, which has led many manufacturers to reverse their pledge to go all-electric and continue producing ICE-powered models in the interim.
Now, GM is about to temporarily lay off 200 out of its 4,500 workers at the all-electric Factory Zero plant in Detroit. As reported by US News, a company source explained that this move is not related to Trump’s tariffs but rather to the automaker adjusting its production to “align with market dynamics”.
For those among us who don’t speak corporate, this means that Factory Zero, which builds solely electric vehicles, specifically the Hummer EV SUV and pickup truck, the Chevrolet Silverado EV, the GMC Sierra EV, and the Cadillac Escalade IQ, needs to slow down for a while as demand for EVs is not as strong as GM anticipated.
Factory Zero used to be known as the Detroit-Hamtramck plant until 2020, when GM decided to turn it into a state of the art hub for manufacturing electric vehicles based on its Ultium platform. To that end, it poured in $2.2 billion which at the time, was, in the company’s own words, the “single largest investment in a plant in GM history”.
The plant’s grand opening took place on November 17, 2021, and then President Joe Biden was there to celebrate this milestone alongside General Motor‘s leadership and factory workers. “GM’s U.S. manufacturing expertise is key to achieving our all-electric future,” GM Chair and CEO Mary Barra said at the opening.“This is a monumental day for the entire GM team. We retooled Factory ZERO with the best, most advanced technology in the world to build the highest quality electric vehicles for our customers.”
Moreover, executive vice president of Global Manufacturing and Sustainability Gerald Johnson stated that “To meet our ambitious EV transition, GM’s North American EV vehicle assembly capacity will reach 20 percent by 2025, and then 50 percent by 2030”. Seems that this target turned out to be more ambitious than GM expected, but if it’s any consolation, the same is true for practically all major car manufacturers – except the Chinese.
Tesla sold 8,653 cars in three days, claiming $30M in rebates just before the deadline.
Canada froze the rebates pending an investigation into whether Tesla gamed the system.
Tesla says these were backlogged orders, not a shady practice, and threatens legal action.
Well, that took a minute, didn’t it? We’re talking about Tesla‘s response to the accusations that it sold a suspiciously huge number of cars in Canada right before the country’s EV rebate program was about to end. Critics and officials question if these were actual sales and whether the company was just gaming the system instead.
So what exactly happened in Canada? In early March, it came to light that four Tesla stores sold 8,653 cars in just three days and claimed C$43.1 million (US$30M) in rebates. This means that each store sold an average of 30 Teslas per hour, 24 hours a day, even when they were supposedly closed, for this three-day period. And if you believe that, I know someone who has a bridge to sell you.
Tesla Claims It Was All Legal, Officials Should Know Better
However, according to Electrek, in a letter dated March 28, Tesla’s director of sales and service for Canada, Fereshteh Zeineddin, says that those filings were normal and that Transport Canada, the government department responsible for the incentive program, should know better.
He explains that many of these rebates were for cars that were already sold but dealers hadn’t simply filed for them yet. Thus, according to the EV maker, it wasn’t really a shady practice on Tesla’s part – just a case of its staff getting their priorities straight as the electric vehicle subsidy program was about to end. The company says that backlogged files were allowed anyway, so it did nothing wrong. Furthermore, these weren’t money that would end in Tesla’s pockets; rather, as per the program, dealers would offer the incentive to buyers and then get reimbursed by the government.
Frozen Rebates Must Be Paid, Or Else…
Tesla also took issue with Canada’s Transport Minister Chrystia Freeland ordering the rebates to be frozen “in order to fully examine each claim individually and determine whether all are eligible and valid,” as she told the Toronto Star. It adds that, due to this investigation, its employees are viewed negatively by the public and have been subjected to verbal abuse and harassment, and if Transport Canada doesn’t resume payments, it may pursue legal action.
Until the investigation is over, we have no way of knowing whether Tesla is telling the truth or not so, until then, it is presumed innocent until proven guilty. It is worth noting, however, that according to the National Post, Tesla deliveries in Canada plunged some 70 percent between December 2024 and January 2025, which makes this sudden surge peculiar. And if we had to guess, the huge drop in sales and the harassment incidents might be the result of Elon Musk getting increasingly political, not just in the US but wherever he sees fit, and not caused by Transport Canada’s investigation.
Bonus Irony: Musk’s Take on Canada
Speaking of Musk and Canada, here’s a bit of irony. Despite holding a Canadian passport and having lived there from 1989 to 1992, Musk recently posted on X that “Canada is not a real country.” He was responding, apparently in jest, to his political buddy Donald Trump’s suggestion that Canada should be annexed as the 51st U.S. state. Maybe he’s just trolling. Or maybe he’s trying to test how much diplomatic damage he can do from his phone.
Whatever the case, the Canadian government doesn’t seem amused—and it’s making very clear that Tesla’s C$43.1 million rebate claim isn’t going to slide through unchecked.
BYD’s cocksure VP claims Denza premium brand’s cars are ‘ten times better’ than rival products.
Stella Li says Denza easily outpoints established competition on technology, comfort and value.
Denza coming to Europe this year with Panamera-shaped Z9 GT shooting brake and D9 minivan.
Launching a new brand into an established market is a brave move with no guarantee of success. But if she has any doubts about Denza’s chances in Europe, BYD boss Stella Li isn’t letting on, claiming in a recent interview Denza’s new vehicles were ‘ten times better’ than than those they aim to outpace, and which include the likes of Mercedes, Audi, BMW, and possibly even Porsche.
BYD’s gains in Europe with its own EVs and PHEVs gives Li reason to be confident. But Denza is shooting for a totally different, more image and status-conscious audience. A premium brand designed to slot between everyman BYD and pricey YangWang, Denza will take on established European names like Mercedes, which could be embarrassing for Benz because Denza started off as a BYD-Daimler co-op before BYD carried on alone.
The Z9 GT is odds-on the first Denza to hit European roads later this year and will offer a more coupe-like alternative to cars like the Audi A6 and A6 e-tron Avant, and BMW 5-series and i5 Touring. A sporty shooting brake whose Porsche Panamera-like profile is the work of former Alfa Romeo and Lamborghini designer Wolfgang Egger, the Z9 is a triple-motor EV with 952 hp (965 PS / 710 kW). An 858 hp (870 PS / 640 kW) 2.0-liter PHEV is also available.
‘This car is really ten times better than the competition,’ Li told Car Magazine at the Denza brand launch at Milan Design Week. ‘We have a lot of unique features the other legacy brands do not have.’
Those features are not limited to aggressive pricing, though you can be sure Denza’s cars will offer more standard equipment at a much lower cost than than their rivals to help hook buyers in. Technology is a big focus: the Z9 will crab-walk and slow-motion drift into parking spaces and round tight turns, tricks you won’t find on premium Western cars (check out the video below).
‘We are confident that buyers will find distinctive, unique appeal in the car’s mix of sophisticated, elegant design, strong performance and astounding technology,’ Li said, adding that Denza’s superior customer service will be key to it carving market share.
European pricing hasn’t been confirmed yet, but in China, the Z9 GT starts at 334,800 yuan and tops out at 414,800 yuan (around $45,800 to $56,800). That’s a serious value play when you consider the Panamera Sport Turismo and Taycan Cross Turismo start at 1,008,000 yuan ($138,000) and can balloon past 1,500,000 yuan ($205,000) depending on options.
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