Three electric motors deliver 816 hp and 0-62 mph in 2.5 seconds.
An 85-kWh battery provides up to 248 miles of WLTP electri range.
Radical styling and steer-by-wire tech preview next-generation E-208.
Peugeot has a long history of building some seriously fun and somewhat bonkers hot hatches. That said, this latest creation makes some of the crazier things it’s built look downright sensible. This is the E-T16 Concept, an electric monster that pays tribute to Peugeot’s legendary 205 T16 rally car. It can hit 186 mph (300 kmh) in just 16 seconds, has three electric motors, and looks like something that escaped from a Group B fever dream. And Peugeot says that some of its tech and styling will actually reach production.
The new concept celebrates 40 years since Peugeot’s 205 T16 won consecutive World Rally Championships in 1985 and 1986. That T16 remains one of the most recognisable machines from the Group B era, and the new E-T16 isn’t shy in its reverence. Peugeot Sport says it’s the start of a new breed of “Hyperhatch.” That’s a category I think most of us can get behind.
The E-T16 uses three electric motors, with one driving the front wheels and two powering the rear. Together, they produce 815 hp (608 kW), making this the most powerful Peugeot ever built. That power translates into a 0-62 mph (100 kmh) time of just 2.5 seconds, which even the original Group B rally weapons would struggle to match. There’s more to the engineering than straight-line speed, too.
The concept features torque vectoring across both axles, three driving modes, and a fourth customizable setting. It also gets 15-inch (380 mm) brake discs at all four corners, Michelin tires measuring 275 mm up front and 315 mm at the rear, and a vertically mounted hydraulic handbrake. Perfect for those tough hairpin turns on the Col de Turini.
A new battery cooling system that extracts heat via the sides of the cells, rather than at the base, ensures you can stay at rally pace for longer. Peugeot says the change allows the car to do three consecutive laps at the Nürburgring Nordschleife without dropping power output. Just three laps? If you ever needed a reminder of just how differently combustion cars can approach long stints on a race track, there it is.
Group B Swagger
Visually, the E-T16 takes plenty of inspiration from its famous ancestor. The widened fenders, enormous rear wing, and aggressively sculpted bodywork are clear nods. Winchester Matte Grey paint, silver wheels, and a red illuminated stripe that wraps around the body, are additional hat tips to the original 205 T16.
The rear end swings up just like it did on the original rally car, but this time there’s not a gas engine back there but an electric powertrain. The bodywork also incorporates a rear diffuser with adjustable aerodynamic blades, massive front cooling intakes, and a floating C-pillar designed to direct airflow toward the rear. Again, this isn’t a production car, but boy, oh boy, did Peugeot lay the groundwork for one that would have us all reaching for our check books.
The design previews what we can expect of the next-gen E-208, albeit in a less macho form, Peugeot says. The 2027 production hatch gets the same horizontal interpretation of Peug three-claw lighting signature and the cabin also hints at where future road cars are headed. A curved 21-inch panoramic display stretches across the dashboard, while Peugeot’s unusual Hypersquare steering wheel dominates the cabin.
Steer-By-Wire
That wheel isn’t only interesting because of its shape. It’s connected – or not, as it happens – to the front wheels via steer-by-wire tech. The production E-208 will get the same Hypersquare wheel and steer-by-wire technology. Hopefully a GTI variant might also get the configurable display. Whether or not it’ll also get the carbon fiber bucket seats is less certain.
Peugeot customers have a lot to look forward to even if just a little of this concept’s design and tech makes it to production. But it would be a crying shame if the brand didn’t put something like the E-T16 into production, having now given us a glimpse of what’s possible.
Emergency Drive Away lets Teslas move while still connected to a Supercharger.
Using it will damage the car and charger, potentially costing up to $25,000.
The feature arrives with update 2026.38.3 and is currently limited to the U.S.
We’ve all seen situations where folks at a gas pump forget that they’re fueling and drive away. In the process, they take the pump with them. Tesla has long prevented its cars from committing the same mistake even if the driver forgets that they’re plugged in. Now, that’s changing in the name of safety. That’s right. In an emergency, Tesla cars can now drive away while charging, but don’t expect the resulting damage to be inexpensive.
Dubbed Emergency Drive Away, the new feature allows owners to shift into Drive and leave a Supercharger while the cable is still attached. Tesla isn’t installing some clever new breakaway connector, either. The car simply lets you go, and whatever happens to the charging hardware afterward is very much a secondary concern. That’s notable because gas pumps often have specific breakaway elements.
Tesla demonstrated the feature this week and confirmed that it is arriving with software version 2026.38.3. When a driver attempts to shift into Drive while plugged in, the touchscreen displays an Emergency Drive Away warning. The driver must hold the brake pedal and tap “Activate,” at which point the usual charging interlock is overridden, and the car can move.
Unsurprisingly, Tesla is very clear that you shouldn’t try this simply because you’re running late for work. “Use of this feature will damage your vehicle and the Supercharger,” Tesla Charging warned, adding that deliberate misuse will result in additional penalties. The company hasn’t explained exactly what those penalties entail. And boy howdy can the damage add up quite quickly.
Emergency Drive Away lets you shift into Drive while still plugged into a Supercharger pic.twitter.com/40GSzyP4lG
When someone asked Tesla how much destruction owners should expect, the company said electrical and civil costs associated with repairing a Supercharger can reach $25,000, depending on the station. The vehicle’s charge port will also require a mandatory service visit afterward. Importantly, Tesla hasn’t said that someone escaping a legitimate emergency will necessarily be handed that massive repair bill.
Tesla’s demonstration gives you a pretty good idea why repairs aren’t cheap. As the car pulls away, the charging cable is ripped free, and coolant pours onto the ground. Tesla confirmed that the liquid is glycol and said cleanup will be handled as part of the mandatory Supercharger service visit. In other words, this isn’t really a breakaway system. It’s Tesla giving the car permission to break things.
There is, of course, a very serious reason for doing so. The feature arrives two months after a mass shooting in Twin Falls, Idaho, where a gunman killed three people and injured seven others. Police said the attacker fired at three people inside two Teslas at a nearby Supercharger, killing 66-year-old Dale Schultz.
Tesla hasn’t explicitly said that the shooting prompted Emergency Drive Away. In fact, Tesla charging executive Max de Zegher said the company had gone “back and forth on this for years” before deciding to offer it. He described it as “a feature we hope you never need.” The timing, however, is impossible to ignore. Additional options are never a bad thing.
BMW’s iX4 launches in March 2027, with a 603-hp M60 following later.
The 50 xDrive promises up to 428 miles of range, pending final EPA certification.
Pricing starts at $66,200 before destination, with M Sport equipment included as standard.
BMW has another electric crossover coming, and this one trades the upright roofline for something a little swoopier. Called the iX4, it becomes the third member of the Neue Klasse family alongside the iX3 and i3. Standard M Sport styling provides some visual attitude. The more interesting numbers, though, concern how far it can travel and how quickly it can charge.
According to BMW’s announcement, the iX4 50 xDrive launches in March 2027 with a starting price of $66,200. That doesn’t include destination and handling. BMW hasn’t specified that mandatory charge in the release. Production takes place at its Debrecen plant in Hungary. Not every trim coming will be available at first.
The launch model pairs two electric motors with all-wheel drive, producing 463 hp (345 kW) and 475 lb-ft (644 Nm) of torque. BMW quotes a 0–60 mph (0–96 km/h) time of 4.7 seconds and a top speed of 130 mph (209 km/h). Its 112.2-kWh usable battery supports an estimated maximum range of 428 miles (689 km). That figure comes from BMW’s testing using EPA procedures, so it remains a preliminary estimate rather than a final EPA rating. Importantly, those figures are, at best, somewhat middling in today’s EV market.
The car’s charging infrastructure is more up to date. The 800-volt architecture enables DC charging at up to 400 kW. Under suitable conditions, BMW says the iX4 can add up to 184 miles (296 km) of range in ten minutes, while charging from 10 to 80 percent takes 21 minutes. Bidirectional charging also allows the battery to supply power beyond the vehicle itself.
Coming later in 2027, the iX4 M60 xDrive raises output to 603 hp (450 kW) and 645 lb-ft (875 Nm). Its estimated 0–60 mph time drops to 3.7 seconds, while top speed rises to 149 mph (240 km/h). That’s certainly better, but it’s still slower than a three-year-old Kia.
The upgrades extend beyond the motors. Adaptive M suspension, an electronically controlled rear M Sport differential, and revised chassis tuning accompany standard 21-inch wheels. Buyers can also specify yellow lighting inspired by BMW’s racing cars. Apparently, even the headlights need to look faster when the car itself isn’t all that quick.
That said, the tech here does appear to be truly cutting-edge. Every iX4 gets a full-length panoramic glass roof and M Sport equipment. The body achieves a claimed drag coefficient of 0.23, giving that sloping roofline something useful to do. Inside, BMW’s Panoramic iDrive combines a display projected across the base of the windshield with a 17.9-inch central touchscreen. A 3D head-up display is optional, while the voice assistant gains Amazon Alexa+ technology.
Available Highway Assistant supports attentive hands-free driving at up to 85 mph (137 km/h). BMW’s new “Heart of Joy” controller also manages powertrain and chassis functions, with the company claiming processing speeds ten times faster than its previous systems. Whether those electronics deliver a more satisfying drive is something we’ll have to establish from behind the wheel. For what it’s worth, we’re very much looking forward to it.
A witness says the fire began at an extension cord used for charging.
Rivian specifically warns owners not to use extension cords with its Portable Charger.
Charging an EV at home is generally about as exciting as plugging in your phone. Frankly, that’s the optimal experience in most cases. However, you’re dealing with a whole lot more electricity, often for hours at a time, and cutting corners can have some spectacularly expensive consequences. One Rivian owner appears to have learned that lesson in about the worst possible way.
Photos shared to the Rivian subreddit show an R1S with its entire front end absolutely cooked. Seriously, a lightning bolt might have done less damage. On top of that, there’s substantial fire damage to the garage nearby. According to the Reddit user who posted the images, they stumbled across the aftermath while walking their dog and were told by a neighbor that the fire began while the Rivian was charging through an extension cord.
That said, it’s a secondhand account. We haven’t found a fire department report confirming the exact cause, so we can’t say definitively that the extension cord started the blaze, nor do we know for sure precisely what type of cord, outlet, or charging equipment was being used. What we can say is that Rivian really doesn’t want owners doing this.
The automaker’s owner’s guide specifically warns drivers not to plug its Portable Charger into “an extension cord, power converter, power strip, or any type of power adapter.” It also warns against using damaged, loose, or worn outlets. That’s key because Rivian’s J1772 portable charger can pull up to 32 amps and deliver 7.6 kW when plugged into a 240v outlet. While it won’t necessarily draw those maximums constantly, it’s still trying to draw significant electricity through the cordage for lengthy periods of time.
The Reddit post itself sparked an interesting debate over whether extension cords themselves are really the problem. Several commenters argued that a properly rated heavy-duty cord can safely carry substantial current, while others pointed to possible problems involving undersized wiring, damaged connections, coiled cords, or overheated plugs. One commenter even suggested the photos appear to show a NEMA 14-50 RV-style extension cord rather than some bargain-bin household cable.
No doubt, extension cords come in all sorts of sizes and qualities. That said, Rivian’s instructions don’t leave room for interpretation. It simply says not to use one. In this case, it appears that advice could’ve kept at least this R1S on the road. Most importantly, the Reddit poster says neighbors confirmed that the owners of the SUV were okay. Hopefully we can all appreciate the reminder that comes from their material loss.
The Powered by Electrify America program provides EV chargers tailored for businesses.
Electrify America handles construction, technology, maintenance, and backend support.
The white-label network now includes nearly 600 chargers at more than 100 stations.
Electrify America is one of the biggest names in EV charging, but it increasingly seems less concerned if you know you’re using its technology. The company is pushing its white-label charging business, which lets retailers slap their own names on chargers while Electrify America does much of the difficult work behind the scenes. Costco and Wawa are already among the companies using it.
Called Powered by Electrify America, the program isn’t actually new. It launched in 2020 but has quietly grown to more than 100 stations with nearly 600 chargers. That’s still small compared with Electrify America’s own network of more than 5,600 chargers at over 1,080 stations, but it points toward an interesting future for public charging.
Instead of simply hosting an Electrify America station in its parking lot, a retailer can effectively create its own charging network. The business owns the equipment and gets control over the branding, pricing, and site design. It can also incorporate charging into its own loyalty programs and access data about station usage, charging sessions, and customer behavior.
Electrify America, meanwhile, can handle much of the ugly stuff customers never see. That includes site feasibility, permitting, construction, commissioning, and ongoing maintenance. Its current hardware supports charging rates of up to 350 kW, while the company says its infrastructure is being prepared to support the NACS/J3400 connector.
There are some obvious attractions for retailers. A gas station customer might spend five minutes filling a tank and leave. Electrify America says a typical charging session lasts 20 to 30 minutes. That’s a much longer period of time where a customer could be inclined to spend more at the retailer than they would otherwise be.
More importantly, retailers don’t necessarily have to hand that relationship over to a charging company. They can set their own prices, wrap the equipment in their own branding, and potentially use charging to strengthen existing membership or loyalty programs. That’s particularly interesting for a company such as Costco, where membership is already central to the business.
Electrify America gets to sell its infrastructure and expertise, retailers get their own charging networks, and drivers hopefully get a more uniform and consistent charging experience across more brands and stations. That’s something EV owners in America have been demanding for quite some time now.
Stellantis patented a system that can physically disconnect an EV’s high-voltage battery.
The battery could be dropped during a fire, overheating event, or other emergency.
A low-voltage battery could then power the motor to move the vehicle away.
There are plenty of ways to deal with an overheating EV battery, but Stellantis has apparently taken a page from China’s playbook. Forget cooling it, just ditch the thing. A newly published patent from FCA US describes a system that can electrically and physically disconnect a high-voltage battery from an EV. Better yet, the car could then use its 12-volt battery to literally drive away from the discarded pack.
The patent, titled “High-Voltage Battery Quick Release System For Vehicle,” was published by the USPTO on September 17. It lists FCA US as both the applicant and assignee, and the document describes the system as a response to situations where a high-voltage battery overheats, becomes damaged, or otherwise creates a thermal event. No question, this is a safety issue, and it’s one we’ve seen many times in the real world.
Stellantis’ solution is basically to yeet the battery and then let the car drive away. A Chinese research center demonstrated a similar-sounding idea about a year ago. How the process happens in this case is particularly interesting. First, the driver, passenger, first responder, or another individual needs to activate a quick-release switch. The car, in theory, or at least according to the patent, disconnects the high-voltage battery and decouples it from the car in question.
Notably, the decoupler could use several methods to separate the battery from the car, including frame sections that slide apart or, far more interesting… “pyrotechnic features.” If that doesn’t sound like a Hollywood movie scene come to life, we’re not sure what does. Stellantis also envisions having more than one release switch.
One could be located inside the cabin while another could live in the trunk, allowing someone outside the vehicle to trigger the system. The switches themselves could take the form of a lever, physical button, touchscreen control, or toggle. Plenty of you are likely scratching your heads right about now. How could one drive away if the battery is no longer connected to the car?
That’s where the 12-volt battery comes into play. According to the patent, this battery would provide enough juice to move the vehicle a predetermined distance away from the potentially burning pack. The patent specifically describes the controller commanding the motor to propel the vehicle away after the high-voltage battery has been decoupled. That all said, there are still some questions left unanswered.
Stellantis doesn’t specify how far the vehicle might travel. We expect it to be closer to a few hundred feet rather than a few miles. We also don’t know how serious Stellantis is about putting this into a production car. The patent makes it clear that it could work in all types of vehicles, though, so that’s a touch closer to real than it is to something the brand will stick on the shelf indefinitely. It’s certainly a novel way to remove the threat of a battery-related fire in order to save the vehicle and its occupants.
A family says their Model X accelerated from a red light without driver input.
The lawsuit claims the driver could not stop or control the electric vehicle.
NHTSA previously linked Tesla acceleration complaints to pedal misapplication.
Imagine sitting at a red light when suddenly and without warning, your car accelerates on its own. In fact, it does so at such a pace that it “bursts” its own tires and then fights back when you attempt to take control. That’s what one family in Washington alleges happened with their Tesla Model X. The incident is at the heart of a new lawsuit, and only data from the car may be able to prove or disprove the claim.
As KING 5 reports, Linh Nguyen was stopped at the intersection of 144th Street Northeast and 124th Avenue Northeast in Kirkland on June 29, 2023. His then-14-year-old daughter was riding with him. The complaint alleges that their 2023 Model X suddenly accelerated into the intersection, then struck a curb. Thankfully, no other vehicle was hit.
According to Nguyen, he sustained injuries to his neck, back, shoulder, knees, and left side, while suffering from dizziness and confusion. The complaint says his daughter was injured too, and suffered severe emotional distress. The family is seeking damages from Tesla, including compensation for medical treatment and other losses.
The lawsuit points to Autopilot, alleging the system failed to keep the SUV stopped, accelerated without Nguyen’s input, and prevented him from regaining control by braking or steering.
Nguyen also says he paid roughly $15,000 extra for the technology, which brings up another question. Tesla has never required that type of payment for Autopilot. On the other hand, it has indeed priced its Full Self-Driving (Supervised) tech suite at that figure. So to that end, we’re left wondering what system Nguyen alleges created the crash. That said, the allegations here aren’t without precedent.
After investigating a fatal 2018 Model X crash in California, the NTSB concluded that Autopilot steered the SUV into a highway gore area. The board also cited the driver’s failure to respond. Obviously, swerving into a lane while moving is quite different from what sounds like a car attempting its own 0-60 test without warning. That’s where the vehicle logs and event data could prove either vindicating or damning.
The public account doesn’t include data like accelerator position, brake application, speed, steering input, and the status of its assistance systems. Each of those would say a lot about what went down.
In an earlier review of Tesla sudden-acceleration complaints, NHTSA analyzed crash data from 118 incidents. It found that the crashes for which event data was available were caused by pedal misapplication, with no evidence of a vehicle fault or ineffective brakes in those cases. Until the data comes out, plenty of folks could assume this is another similar case.
GV90’s OLED display rises 3.5 inches when parked, increasing viewing area by 70 percent.
Genesis tested the motorized mechanism for more than 100,000 cycles.
The screen retracts when the SUV moves to avoid interfering with the passenger airbag.
The Genesis GV90 already has a ton of interesting features to talk about. One version has no visible B-pillar. It’s available with front seats that rotate 180 degrees. There’s even one with full-on airplane-style tray tables for rear-seat occupants. If those things weren’t luxury enough, it also has a trick infotainment screen. Park the electric SUV, and a hidden portion of the display rises out of the dashboard, exposing more screen real estate for movies and streaming. Genesis’ latest look behind the dash shows how much engineering it took to make that work.
In its normal position, the OLED display presents a wide, 23.6-inch view for driving information, navigation, and media. Press a button on the center fascia while parked, and it climbs 90 mm (3.5 inches), revealing the full 24.6-inch screen. The diagonal measurement barely changes, but Genesis says the usable viewing area grows by approximately 70 percent.
The expanded panel measures 584.1 mm by 219 mm (23.0 by 8.6 inches) and has a resolution of 3840 by 1440. The display switches to a Media Home interface for streaming services and live channels, while an available 25-speaker Bang & Olufsen system handles the sound. Genesis also fitted a 25-inch head-up display to keep key driving information in the driver’s view when the vehicle is moving. In other words, there are several things to pay attention. What’s perhaps most interesting is how engineers worked around challenges a moving screen presents.
The assembly uses a brushless motor, a rack-and-pinion gear, and guides to move the panel. Genesis says the added weight raised concerns about vibration, so engineers mounted the display directly to the cowl crossbar. The company says the mechanism completed more than 100,000 test cycles, with operating noise below 40 decibels across a range of temperatures. Those are Genesis’ claims. How it feels after years on rough roads is something owners will find out. How a third- or fourth-owner will handle things when a component inevitably fails is another matter.
Also worth mentioning are the two reasons why the screen only works when the GV90 is in park. The obvious one is that Genesis doesn’t want to distract drivers. The less obvious one is that it could interfere with the front airbag. To that end, it’ll retract itself if the driver begins moving the car when the screen is fully deployed.
The GV90 is the first Genesis to use the group’s Pleos Connect infotainment platform. Its wide driving layout gives the driver and front passenger separate menu bars, while physical buttons still provide shortcuts to apps and commonly used vehicle settings. That mix all sounds sensible on paper. We can’t wait to see how owners find the experience. Hopefully, we’ll get a chance to test it ourselves soon.
Tesla says new Semi deliveries are beginning this week.
The truck offers claimed ranges of 325 or 500 miles.
Tesla didn’t disclose pricing or current production rates.
Almost a decade ago, Tesla unveiled the Semi as its answer to diesel-powered trucking. PepsiCo took delivery of the first trucks in 2022, but the rollout remained limited. The first Semi didn’t roll off Tesla’s new high-volume production line until this April. Now deliveries from its dedicated Nevada factory are beginning, and the question is how many trucks it can actually put on the road.
At an event Thursday night in Sparks, Nevada, Tesla presented trucks wearing the logos of PepsiCo, DHL, and US Foods. Executives said deliveries to an initial group of customers were beginning, Reuters reports. Tesla didn’t disclose a price, a current production rate, or a delivery target for the year. It reiterated that the plant is intended to build 50,000 Semis annually, but gave no date for reaching that level.
It’s a real step forward, though hardly the Semi’s first delivery. PepsiCo began receiving trucks in late 2022, three years after Tesla originally expected production to start. The difference now is the dedicated factory, which is supposed to take the Semi beyond the limited rollout seen so far. Tesla said in April that the first truck had come off its high-volume line. Its July shareholder update, however, described Semi production as beginning in 2026 and dropped an earlier forecast for volume production this year.
Tesla claims the loaded long-range Semi can cover 500 miles (805 km) on a charge, while a standard-range version is rated for 325 miles (523 km). Dan Priestley, Tesla’s director of Semi truck engineering, said customers had validated the 500-mile figure in use. The company’s Semi page lists energy consumption of 1.7 kWh per mile. That’s an impressive figure considering the size and weight of the vehicle.
The good news for Tesla is that despite apparent delays, there’s still demand. The same report says a shipper coalition placed an order for 2,500 Semis this week, while freight technology company Einride announced plans last month to add 500 Semis to its fleet. Orders and factory capacity sound great. Deliveries will be the one figure that shows whether Tesla can finally make good on the Semi’s long-delayed rollout.
VW’s ID. Buzz will skip both the 2026 and 2027 U.S. model years.
The electric van is now expected in the first half of 2027.
VW promises new software, vehicle-to-load capability, and a digital key.
Volkswagen’s ID. Buzz comeback has hit another delay. After skipping the 2026 model year in the U.S., the electric van was supposed to return this fall as a 2027 model. VW even announced the updated lineup in May, but it turns out that the plan was a bit too ambitious. Buyers will now have to wait until the first half of 2027 for a van wearing a 2028 model-year badge.
Volkswagen informed its U.S. dealers of the change on September 24, according to Automotive News. That means the Buzz will skip two consecutive model years here. That’s an awkward turn, as the vehicle only reached American showrooms in November 2024. That’s a remarkably long pause for a van VW spent several years hyping up before it even went on sale.
The company says the changes it previously announced for the 2027 van will carry over. Those include a camping-focused Tourer trim, two-tone paint, physical buttons on the steering wheel, and North American Charging Standard capability. The 2028 model will also gain updated software, vehicle-to-load functionality, and a digital key. The brand is pitching this as a way to bring several upgrades out at the same time.
“The 2028 ID Buzz brings together meaningful customer-focused enhancements in a single launch,” the automaker said. Notably, it didn’t mention exactly what caused the delay, nor did it share any other details such as pricing. Those pieces are key because, again, this isn’t the first shift in the timeline. VW told dealers in December of 2025 that it would skip the 2026 model year before the announcement in May.
Let’s face it: this isn’t all that shocking given the industry pressures at play. Without a Federal EV tax credit, the ID.Buzz’s high price makes even less sense than it did with that discount. The van arrived some 20 years after VW initially teased the idea and did so with extremely limited range, limited trims, and a very high price. Those conditions led to just 6,140 sales during 2025 and 2,481 in the first half of this year. Now tariffs are no doubt also something VW has to consider.
That all said, it’s clear that the van isn’t dead. Americans will get what sounds like a significantly updated version in the not-too-distant future if VW can stay on track this time. Will the automaker manage to sweeten the deal so much that this big break turns out to be worth it for dealers and customers? Probably not if the price continues to climb.
Bentley’s first EV offers up to 876 hp and 996 lb-ft.
The Torcal S hits 60 mph in just 2.8 seconds.
A 113-kWh battery delivers up to 375 miles of WLTP range.
After several years in the making, Bentley just unwrapped its very first EV for the world to see. Dubbed the Torcal, the new SUV packs up to 888 PS (876 hp / 653 kW), 996 lb-ft (1,350 Nm) of torque, and enough battery to travel as far as 375 miles (600 km) on the WLTP cycle. More importantly, this isn’t simply an electric Bentayga. The Torcal becomes Bentley’s fourth model line and introduces a new design language the company says will influence future models regardless of what’s under the hood. In other words, the Torcal signals a new chapter for Bentley.
The automaker will offer two versions at launch. The standard Torcal develops 821 PS (810 hp / 604 kW) and 881 lb-ft (1,194 Nm), enough to hit 60 mph (96 km/h) in 3.3 seconds before topping out at 155 mph (250 km/h). The Torcal S turns things up to 888 PS (875 hp) and 996 lb-ft when Launch Control is active.
That drops the 0-60 mph run to 2.8 seconds and raises top speed to 162 mph (260 km/h). Curiously, Bentley could have apparently pushed things even further but deliberately chose not to. Its engineers concluded that acceleration beyond this point becomes uncomfortable for most customers. Considering there’s a certain obsession with breathtaking EV acceleration figures, that’s an interesting line to draw. Having recently driven the Porsche Cayenne Electric, we can confirm that 0-60 in 2.4 seconds is potentially uncomfortable for some.
Both versions use a pair of permanent-magnet synchronous motors and an 800-volt electrical architecture. Between them sits a 113-kWh usable battery backed by a 10-year, 100,000-mile warranty. Bentley claims as much as 375 miles (600 km) of WLTP range. Find a sufficiently powerful DC charger, and the Torcal can accept up to 400 kW, taking the battery from 10 to 80 percent in under 20 minutes.
More impressively, Bentley says approximately 100 miles (161 km) can be added in seven minutes. Again, though, these figures require a charger that can achieve such speeds. That’s probably not a giant issue, given that most Torcal owners will charge almost exclusively at their mansion, or palace, or whatever building houses the car most nights.
Somehow, the Torcal is actually Bentley’s shortest four-door model despite measuring five meters (196.9 inches) long. There’s 460 liters (16.2 cu-ft) of cargo capacity out back and another 90 liters (3.2 cu-ft) beneath the hood. Visually, there’s little chance of mistaking it for anything else.
An enormous illuminated diamond grille dominates the nose, but the split headlights and razor-thin daytime running lights introduce a dramatically different face. The rear is cleaner, with slim horizontal lamps and vertical elements framing the tailgate. Bentley says it deliberately reduced the number of lines across the body, instead allowing its proportions, surfaces, and muscular rear haunches to do the talking. Ultimately, though, it’s the changes under the body that are most significant about this particular Bentley.
Replacement controllers can falsely report battery health.
Ford warns of power loss and potential fire risk.
There are few things an EV driver needs to trust more than the little number telling them how much battery is left. Unfortunately, 86 Ford Mustang Mach-E owners may have discovered an unusually creative way for that number to lie. Ironically, the problem only exists because their cars were previously repaired.
Ford is recalling certain 2023-2025 Mustang Mach-Es equipped with lithium iron phosphate (LFP) batteries after discovering an issue involving replacement Battery Energy Control Modules, or BECMs. According to the automaker, every one of the 86 vehicles included in the recall is estimated to have the defect.
The problem is almost comically simple. When a replacement BECM was installed, it initialized the battery’s State of Health at a fresh-from-the-factory 100 percent instead of inheriting the actual State of Health from the battery already in the vehicle. That’s considerably more consequential than simply being off by a percentage or two.
Since the car believes its battery is healthier than it really is, Ford says it can also display an artificially high State of Charge on the instrument cluster. In other words, the Mach-E can tell its driver that there’s more juice in the tank than there actually is. That discrepancy can eventually cause unexpected power limitation and ultimately a complete loss of motive power. Drivers may see a wrench or turtle warning light as the vehicle begins limiting power.
There is another, potentially more serious concern. Ford says the incorrect State of Health calculation may increase lithium plating within the battery cells as DC fast-charging cycles accumulate. Severe lithium plating can increase the risk of thermal venting and, potentially, a vehicle fire. Thankfully, there’s no indication that things have reached that point. As of its filing, Ford said it wasn’t aware of any crashes, injuries, or fires related to the issue. It also hadn’t identified any field reports specifically tied to the State of Health overestimation problem.
The solution is a simple software update that will allow the BCEM to recognize and then use the actual state of health that the corresponding battery has. It’s an extremely small recall, but also a fascinating reminder of just how much modern EVs rely on software knowing exactly what’s happening inside the battery.
Powered doors can close when the driver buckles up or presses the brake.
Wireless charging delivers up to 11 kW with roughly 90 percent efficiency.
Paint to Sample expands the Cayenne Electric’s palette to 105 colors.
The Porsche Cayenne Electric is learning some new tricks, including some aimed squarely at drivers who find closing doors and connecting charging cables unduly exhausting. For the new model year, Porsche is adding electrically operated doors, wireless home charging, and an even more elaborate massage system. Buyers can also select from 105 exterior colors. Of those features, however, it’s the self-closing driver’s door that may attract the most attention.
The optional powered doors use servo motors to open and close automatically after a brief pull of the handle. They can also be controlled through buttons inside the cabin, the infotainment system, exterior handles, or Porsche’s Digital Key. Drivers won’t necessarily need to reach for any of those controls, as the Cayenne can close its driver’s door when the seat belt is fastened, or the brake pedal is pressed, making the start-up process feel a little more private jet than family SUV. They also feature one cool and vital trick.
Sensors monitor the surrounding area and halt the doors if they detect a person or obstacle. The system also works with the vehicle’s exit warning technology to prevent a door from opening into approaching traffic. Porsche says the powered mechanism can function on inclines, while conventional manual operation remains available.
Another new option removes the charging cable from the equation. Porsche Wireless Charging uses a weatherproof ground pad that can be installed indoors or outside. Once the Cayenne is positioned correctly, charging starts automatically at up to 11 kW. Porsche claims approximately 90 percent energy-transfer efficiency.
Motion sensors and foreign-object detection can interrupt charging if a person or animal approaches, or if a metallic object lands on the pad and begins heating up. The system is now available to order in Germany and certain European markets, with a broader rollout planned in stages. Porsche has not yet detailed US availability or pricing.
Massage Seats That Feel The Music
The front seats can now be fitted with 16 air cushions and six sound actuators apiece. Five massage programs are offered, while the actuators produce vibrations synchronized with music for what Porsche calls a “4D” audio experience. Three additional wellness modes combine massage, vibration, and curated soundscapes.
Finally, Paint to Sample adds 92 shades to the Cayenne Electric’s 13 regular colors, bringing the total to 105. Porsche hasn’t revealed what all these indulgences will cost, but expecting restraint from the options sheet would probably be optimistic.
RivianOS 2 is rolling out to every R1, including first-generation models.
Overhaul brings new interface, navigation alerts, and voice features.
Newer R1s get Unreal Engine 5 graphics, while older ones remain on Unreal Engine 4.
One of the better arguments for buying a software-defined vehicle is that, theoretically, the ride sitting in your driveway can get meaningfully better years after you bought it. Rivian is putting that promise to the test with what it calls the biggest software transformation the R1 has received yet. Importantly, even first-gen models will get this big new shiny update.
The automaker has begun rolling out software update 2026.31, which moves every R1T and R1S onto RivianOS 2. Again, Rivian isn’t leaving early adopters behind. Both first- and second-generation R1 vehicles get the new operating system, putting them onto the same underlying software stack as the newer R2. The most obvious changes come in the form of layout adjustments.
Rivian redesigned the interface with configurable quick controls and a media player that can be positioned on either side of the center display. There’s also a new vertical status bar and a substantially reworked settings menu with universal search and context-sensitive controls.
Graphics get an overhaul, too, although this is where hardware differences start to matter. Gen 2 R1s and the R2 use Unreal Engine 5 for real-time 3D vehicle and surroundings visualizations. First-generation R1s stick with Unreal Engine 4, which Rivian says allows it to maintain responsiveness on the older display hardware. That seems like a reasonable compromise. Early R1 owners can’t automatically gain the hardware compute that newer ones have, and yet, they still get many new benefits.
Google Maps And Waze Data Come Along For The Ride
Perhaps more useful than prettier graphics are the new navigation alerts. Rivian is integrating Google Maps information about police presence and speed cameras directly into its navigation system. That information can come from local authorities and third-party sources, along with real-time reports submitted through Google Maps and Waze. On top of that, Connect+ subscribers get even more.
There’s now a dedicated weather app with current conditions, air-quality information, and a 10-day forecast. Subscribers can also create, view, and modify active vehicle trips through the Rivian mobile app. Underneath all of this is what Rivian calls its “Unified Intelligence” platform. Gen 2 R1s and R2s have enough onboard computing power for more local processing, while both generations of R1 receive expanded cloud-assisted voice functionality and refreshed driver-display layouts.
Privacy Settings Made The Cut
Privacy controls haven’t disappeared in the AI shuffle, either. Rivian says owners can disable hotword wake-word functionality, restrict location sharing, and change driver-profile data settings. Perhaps the most interesting part isn’t any individual feature, though. It’s that a first-generation R1 is getting essentially the same software design language as a brand-new R2.
That’s exactly what OTA updates were supposed to make possible, and it’s considerably more compelling than an update that merely moves a few icons around. The 2026.31 update is rolling out now to eligible R1 and R2 vehicles, though Rivian says availability can vary by vehicle.
Porsche wasn’t the first automaker to sell an SUV that felt quick. It was, however, the first to prove that an SUV could be truly athletic on pavement. The original Cayenne was somewhat unloved by many in the automotive sphere, but it set a new bar for an SUV that could do more than hustle down a straight road with a loud exhaust and too much body roll. It could attack curves in a way no other similar vehicle could.
Now Porsche has a different, arguably tougher job. The 2027 Cayenne Electric arrives in a market already full of expensive electric SUVs, including the Lucid Gravity, Cadillac Vistiq, Volvo EX90, Mercedes EQS SUV, and BMW’s upcoming iX5. This time, being fast is not enough. The question is whether Porsche can make an EV SUV feel special enough to rewrite the rulebook again.
The Cayenne Turbo Electric certainly has the hardware to try. Its dual-motor system produces 1,139 hp and 1,106 lb-ft of torque with Launch Control engaged. That is four-figure power in a five-seat family SUV. The real question isn’t just whether or not the driving experience will be memorable. It’s whether it’ll be memorable enough and engaging enough to be a true sales success for the brand at a time when Americans are overlooking impressive EVs all over the market.
Quick Facts
› Model:
2027 Porsche Cayenne Turbo Electric
› Starting Price:
$165,350, including destination ($198,180 as tested)
› Dimensions:
196.3 x 78.0 x 65.9 in (4,985 x 1,980 x 1,674 mm)
› Wheelbase:
119.0 in (3,023 mm)
› Curb Weight:
5,860 lbs (2,658 kg)
› Powertrain:
Dual electric motors / AWD / 113-kWh battery
› Output:
Up to 1,139 hp (850 kW) / 1,106 lb-ft (1,500 Nm)
› 0-62 mph
2.4 seconds (0-100 km/h)
› Transmission:
Single speed
› Range:
Up to 298 miles
› Towing Capacity:
7,716 lbs (3,500 kg)
› On Sale:
Now
SWIPE
Styling Befitting A Cayenne
Credit: Stephen Rivers for Carscoops
The overall look of the Cayenne Electric is stately. Not everyone will love the changes made in favor of identity and aerodynamics, but at least it doesn’t feel overstyled or too much like a jelly bean. Simple designs tend to age the best. That does not guarantee the Cayenne Electric will become a classic, but it has a much better shot than many.
The headlights are the one element I am still not fully sold on. They are technically impressive and help emphasize the Cayenne’s width, but they do not have quite the same immediate warmth as the best Porsche lighting signatures. Everything else works. On the Turbo, the active aerodynamic blades at the rear even extend at speed to clean up airflow. You will never see them work from the driver’s seat, of course, but they are genuinely cool.
The reference vehicle here wears Monteverde Metallic over a brown Espresso leather cabin with black accents. It also gets rear-axle steering, Porsche Active Ride, the SportDesign package, 22-inch SportTechno wheels, performance summer tires, HD-Matrix headlights, a panoramic roof, and the Premium Package. The $163,000 starting point climbs to $198,180 quickly. That is Porsche ownership in a single sentence.
There are plenty of nods to the original Cayenne inside. The high center tunnel is still there. The steering wheel is recognizably Porsche. The seating position remains appropriately sporty for a Porsche, not just an SUV. It’s capable of settling in quite low, and that’s a big win. The chairs could plausibly come from one of Porsche’s sports cars, excluding the most hardcore GT models. They are supportive, comfortable, and genuinely attractive. The dashboard itself is a different deal entirely.
The centerpiece is Porsche’s curved Flow Display, which stretches down from the center stack toward the physical climate controls. It looks theatrical but is actually very functional in practice. The wrist rest below it enables genuinely easy use as the controls typically sit on the lower portion of the screen while the upper level shows the occupants what they’re managing. Many automakers expect drivers to operate giant touchscreens with one hand floating in mid-air. The wrist rest fixes that issue.
Some buyers will absolutely decide there is too much screen here. They will not be wrong. In 10 years, this cabin could look dated in the same way early digital dashboards eventually do. Or it could develop the occasional electrical gremlin that turns its futuristic charm into a very expensive service appointment.
Right now, though, it feels appropriately over the top. The optional passenger display is one of the more feature-rich units in the business, and it reacts quickly enough that it does not feel like a tablet trapped in a dashboard. Users can connect bluetooth headphones, watch YouTube, and other things while their phone charges on the wireless dock in the console.
Porsche also put the physical volume control in the middle of the climate controls, where the passenger can reach it without leaning across the cabin. More automakers need to figure this out. There is no reason the passenger should need to reach toward the driver’s side for a knob when the driver already has audio controls on the steering wheel.
Credit: Stephen Rivers for Carscoops
The seats, upholstery, and major touchpoints feel appropriately expensive. The physical switchgear works well and provides a really nice tactile sensation during use. Some of it feels a little underwhelming, perhaps with its flat black color, but it should age well. The rear seats aren’t what I’d call spacious, but at six-foot-six, I still fit back there without feeling cramped. The seats themselves also offer quite a bit more lateral bolstering than just about everything else on the market. More performance-slanted SUVs should take note.
Finally, the cargo space is genuinely useful. The Turbo model offers 26.4 cubic feet of space, while the Base and S versions offer 27.6 cubic feet. The Coupe models see a significant drop-off to 18.9 for Base and S and just 17.7 for the Turbo.
Range And Charging
The Cayenne Turbo Electric is EPA-rated for 298 miles of range, or 303 miles with its range-oriented tire. That is fine. Not great, not embarrassing, just fine. The base Cayenne does better at 317 miles, while the Cayenne S is rated at 299 miles. Those are respectable numbers, but the Lucid Gravity makes the Porsche’s range look merely ordinary with up to 450 miles in Grand Touring form.
Where Porsche fights back is charging. Its 800-volt architecture can accept up to 400 kW under ideal conditions, allowing a 10-80 percent charge in as little as 16 minutes. That requires the right charger and the right battery conditions, obviously, but the capability matters. The Cayenne is built for drivers who will use it hard and cover long distances, not just people who want a fast commute appliance.
Driving Impressions: A Serious Testing Space
Speaking of driving hard over long distances. Of all the places to test an EV, several mountain passes in the Colorado Rocky Mountains aren’t what most would consider ideal. After all, range is heavily affected by the environment, and climbing can diminish it quickly. Despite that, Porsche brought us out to Aspen, Colorado, to test these cars and then sent us on a 234-mile trek through Crested Butte and Buena Vista as well as over Independence and Cottonwood Pass.
Driving the Turbo variant, with up to 1,139 hp (850 kW) when using launch control, the most immediate sensation is just how comfortable, quiet, and composed the car feels. Thanks to the active suspension, the Cayenne Turbo is almost always adjusting to suit the moment. By that, I mean that it has features that attempt, and almost always succeed, in countering any forces that a lesser SUV would feel under normal driving actions.
Under medium acceleration, the rear suspension actually lifts up very gently while the front lowers to keep the body level and cancel out the nose lift that is typical in just about every other vehicle, period. On braking, the opposite happens as the nose lifts rather than dips. In turns, the outer suspension lifts and the inner lowers.
This is what Porsche called “helicoptering,” and while it sounds like a party trick, it basically eliminates the sometimes jarring feeling that an EV can create with its instant torque and regen. It also never makes the car feel disconnected, numb, or artificial, which could be the most impressive bit of that technology.
Then, there’s the real party trick in this SUV: its ability to go from stately five-passenger luxury cruiser to an absolute maniac. Spin the dial into Sport Plus, come to a stop, mash the brake, then the accelerator, let go of the brake, and it’ll do 0-60 in the real world in 2.4 seconds. Importantly, Porsche claims that figure, but we tested it on a real road literally less than a minute after driving on gravel, and it delivered a 2.5-second 0-60 time that registered as 2.3 when subtracting rollout.
Porsche tells us it managed its run on a prepared surface. Car And Driver recently managed 2.1 seconds, also on a prepared surface. We intentionally tested on a real road and are happy to tell you that this car will basically do its published number whether you’re at the track or not. Still, those numbers alone really cannot express properly just how insane that type of acceleration feels.
The Cayenne needed under 116 feet to go from not moving to highway speed. The feeling from the driver’s seat is akin to being shot out of a cannon at your local Six Flags. Perhaps the most impressive bit, though, is that it requires basically zero skill to pull this off. Hold the wheel straight, and the clever differentials and motors will ensure the car does the job. Don’t get me wrong. A car that requires the driver to have genuine skill to pilot it at the very edge is far more enjoyable and engaging, but if you want a car that helps someone with less skill to catch the bug for improving their own ability, this is a serious gateway drug.
The fun doesn’t stop when the straight lines run out, though. When not using launch control, the car moves around with a constant 844 hp (630 kW) on tap. The roads we drove were about as curvy and elevation-varied as they get. The Cayenne never ever felt overly heavy despite a curb weight similar to some full-size pickup trucks. In fact, the car feels much smaller than its wheelbase would suggest.
Then, there’s the braking situation. Porsche doesn’t offer one-foot driving. That singular statement is somewhat intentional. The brand wants to encourage engagement and the way this car brakes demonstrates that. Often, the transition from regen to friction braking can be jittery or jarring. In the Cayenne, it’s indistinguishable. That level of granular control feels like it’s a part of everything this SUV does. Rear-wheel steering makes the SUV feel more nimble both on mountain roads and in town when a slightly tighter turning radius can make a gigantic difference.
The Base Cayenne with 435 hp (325 kW) doesn’t come with all the same party tricks. It lacks the active suspension, the active aero, and rear-axle steering. Still, it feels properly composed and quick. In one section with a Turbo version both ahead and behind us, it didn’t feel overpowered or incapable of managing serious pace with its more powerful siblings.
One more note. Porsche will sell the Cayenne with an off-road package and while we didn’t truly test it off-road, we did take it on several dedicated gravel roads where it continued to feel composed and confidence-inspiring. For those who want or need it, the SUV can tow 7,716 pounds (3,500 kg).
The Lucid Gravity is the Cayenne Electric’s biggest problem. It starts at $79,900 in Touring form, while the 828-hp Grand Touring starts at $98,900 and promises as much as 450 miles of range. Even the new 1,070-hp GT-S starts at $125,900, hits 60 mph in 3.1 seconds, and offers room for up to seven people along with a claimed 120 cubic feet of cargo space.
The Lucid cannot match the Cayenne Turbo’s 2.4-second sprint, nor does it have the same decades-long performance pedigree. But it makes a far more convincing case as the one EV in a well-off family’s garage that can genuinely do everything. It is quicker than almost anything needs to be, dramatically roomier, and better suited to long trips. Porsche has the badge, the chassis, and the more compelling driving experience. Lucid has the more rational argument.
Cadillac’s Vistiq makes a different kind of case. It starts at $77,395, offers three rows, up to 305 miles of range, 615 hp, a 3.7-second sprint to 60 mph, and standard Super Cruise. It is nowhere near as athletic or outrageous as the Cayenne Turbo, but it does much of the luxury-EV job for a lot less money. The Volvo EX90 takes an even calmer route. It is a safety-first, three-row family hauler with up to 305 miles of range and, in Twin Motor Performance form, 670 hp. Neither will tempt someone looking for a Porsche sports car in SUV form, but both make a strong argument for spending less.
Before BMW pulled it from America earlier this year, the iX was the closest traditional German alternative, particularly in M70 guise. The replacement is the new iX5, though Americans have to wait twice over, once for its Stateside launch next year, and again for the hotter M Performance and full-fat M versions, since the launch car tops out at 570 hp in iX5 60 AWD form. Mercedes’ EQS SUV leans harder into quietness and comfort. Both are good luxury EVs. None of these, though, feels as if they was engineered by people who spent their lunch breaks figuring out how to make a 5,860-pound SUV behave on a mountain road.
The Cayenne Turbo Electric does not make physics disappear. It is still enormously heavy, very expensive, and only fine when it comes to range. Its cabin also leans heavily into screens at a time when some buyers are already suffering from digital fatigue. And as impressive as the whole thing is, Porsche cannot ignore the ugly depreciation story surrounding some of its other EVs.
But it absolutely feels like a Porsche.
That might sound like faint praise in a vehicle with 1,139 hp, but it is not. Making an EV absurdly fast is easy compared with making one feel engaging, predictable, and genuinely enjoyable on a road that does not point straight ahead. The Cayenne manages that trick. It has the acceleration of a supercar, the composure of a luxury SUV, enough off-road ability to be more than a pavement princess, and the sort of granular brake and chassis control that makes driving it hard feel rewarding rather than intimidating.
No, it probably will not rewrite the rulebook in quite the same way the original Cayenne did. The electric-SUV market is too crowded, and too good, for that. But Porsche has built one of the first electric SUVs that feels like it has a legitimate reason to exist beyond its powertrain.
The harder question is whether buyers will pay $110,000 – $200,000 for it—and whether they will still want to own it once the newness wears off. That part isn’t up to Porsche’s engineers anymore, but regardless of what happens next, they should be proud of what they’ve created.
Genesis says a range-extended GV90 remains technically possible.
Customer demand will decide whether the EREV actually happens.
Future Genesis models will offer hybrid, EREV, and EV choices.
Genesis just revealed the GV90, its massive new electric flagship with 657 hp, a 123.5 kWh battery, and a cabin designed to make a chauffeured Rolls-Royce owner take notice. Every version is strictly battery-electric at launch. But that may only be true for now. At the GV90’s San Francisco debut, Genesis Chief Creative Officer Luc Donckerwolke made it clear that an extended-range electric version has not been ruled out. Asked directly about the possibility, he said: “Why not? It’s compatible. It’s another discussion.”
Donckerwolke also made the case for keeping the new flagship fully electric in the present tense. “We believe today that the electric powertrain is ideal for this type of vehicle because of the torque delivery, the silence, and luxury buyers,” he said.
Photos: Stephen Rivers for Carscoops
That makes perfect sense. The GV90 is exactly the sort of machine where instant torque, nearly silent operation, and a flat-floor cabin matter. Its 123.5 kWh pack is the largest yet used by Hyundai Motor Group. Genesis claims roughly 310 miles of range from the seven-seat version and a 10-to-80 percent fast-charge time of 22 minutes.
Still, an EREV could make a lot of sense here. Unlike a conventional hybrid, a range-extended EV uses electric motors to drive the wheels, while a gas engine works primarily as an onboard generator. In theory, it could preserve the quiet, effortless character Genesis is chasing while taking some of the pressure out of longer trips and sparse charging infrastructure. That’s something other large luxury EVs like Cadillac’s Escalade IQ don’t have.
Sean (Sihyeok) Lee later echoed Donckerwolke’s comments, saying that “In the future, the EREV door is still open. We will explore all opportunities depending on customer demand.” He went further, too. “GV90 is the only one that’s BEV only for now,” Lee said. “All the other cars in the lineup are going to be available with different options: hybrid, EREV, and also battery electric. All those options will be available for the rest of the lineup.”
That said, it’s far from a production announcement. Genesis hasn’t even confirmed when orders will open or pricing for the BEV GV90. But it’s also more than a vague corporate non-answer. The company’s top executives have said the SUV is compatible with EREV and that its future depends on whether buyers demand it loudly enough.
Donckerwolke, for his part, remains emphatic about the long game. “EVs are the future,” he said. “Combustion is going to be obsolete. It’ll disappear.”
He conceded that combustion might endure in exotic vehicles, but argued that most EV limitations and fears come from people who have never actually driven one. He may well be right. But what happens 10 or 20 years from now matters less than what luxury-SUV buyers want when the GV90 reaches dealerships next year. Genesis is betting they will embrace a BEV-only flagship. If they don’t, the company has made clear that the EREV door is there. It just might need to open sooner than planned.
The electric Genesis GV90 combines coach doors, swivel seats, and a properly plush cabin.
The 657 hp flagship claims around 311 miles of range from a 123.5-kWh battery.
Genesis hasn’t announced U.S. pricing, and that could make or break the entire proposition.
Update: Our own Stephen Rivers was on the ground for the GV90’s debut in San Francisco and has sent through a set of live photos, which we’ve added below. They show the production model from angles the official gallery skipped, including a closer look at the cabin and the detailing around the grille and lighting signature.
Genesis has spent a decade proving it can make luxury cars that belong in the same sentence as BMW, Mercedes, and Audi. The GV90 might be the vehicle that lets it start a much louder conversation. At least on first look, this thing is seriously good. It’s big, clean, properly expensive-looking, and its cabin appears to have been designed by people who understand that a flagship SUV should feel like more than a row of screens wrapped in quilted leather. There’s just one big catch, though: Genesis has yet to say how much it will cost.
Photos Stephen Rivers / Carscoops
That matters because the GV90 is not another slightly nicer electric SUV. It’s Genesis’ new flagship, a 208.1-inch-long electric luxury barge with a 127.8-inch wheelbase, 657 hp, 590 lb-ft (800 Nm) of torque, a 123.5-kWh battery, air suspension, rear-wheel steering, and dual electronic limited-slip differentials. The company says its seven-seat version can travel roughly 500 km, or 311 miles, on a charge, although that figure comes from internal testing rather than the EPA. Oh, and that’s before we get to the interesting bits.
The Coach Doors Aren’t Just A Party Trick
The range-topping GV90 Neolun gets what Genesis calls the Neolun Arch Gate. These are coach doors with no conventional visible B-pillar. It’s the sort of thing that looks great in a concept-car rendering and usually disappears before production because engineers, crash regulations, and reality tend to get involved. That’s not the case here.
Genesis says it has made the arrangement work by integrating high-strength steel beams into the door-and-body structure. In addition, it’s added a concealed roll-cage-like arrangement with thicker framing, steel tubes, and structural foam. The rear door also uses a dual-motion hinge that first pushes it outward before it swings open, allowing it to operate independently rather than requiring the front door to be opened first.
Photos Stephen Rivers / Carscoops
In practice, it’s more impressive than it might, at first, seem. Getting into the second row is far more classy and seamless than in pretty much any other SUV at this price point. The experience matters, and it’s pretty special here. Still, this is one of those cases where the engineering explanation matters as much as the visual effect. We still need to drive and test one of these in the real world to get a better idea of everyday pleasures and pain points.
Photos Stephen Rivers / Carscoops
The standard GV90 uses conventional swing doors, which may end up being the smarter choice for many buyers. But the Neolun gives Genesis a proper halo feature that BMW, Mercedes, and Audi don’t have. Quite simply, it adds a layer of luxury that only brands like Rolls-Royce offer, but possibly for hundreds of thousands less.
It’s A Lounge First, An SUV Second
Photos Stephen Rivers / Carscoops
The cabin may be the GV90’s real knockout punch. Genesis describes it as a “bespoke living space,” which is normally the sort of phrase that should trigger an immediate eye roll. Here, though, the experience, again, the most important part, makes a convincing case.
There’s a wide pop-up OLED display that expands from 23.6 to 24.6 inches when parked, a 25-inch head-up display in place of a conventional instrument cluster, real-glass crystal controls, motorized vents, a 25-speaker Bang & Olufsen sound system, and seats with 15 air cells and pulse-vibration massage functions.
Photos Stephen Rivers / Carscoops
Then there are the motorized swiveling front seats. While parked, they can rotate a full 180 degrees to face the second row. That turns the GV90 Neolun into an actual lounge rather than a brochure’s vague promise of one. A 1960s Imperial and a Mercedes camper van are about the only U.S.-market precedents for front seats that fully face rearward. Genesis is bringing the idea to a modern luxury SUV.
Add the available four-seat Executive Suite with real wood flooring, a refrigerator, tables, a partition, and a six-zone electronically tintable roof, and Genesis is plainly aiming at the sort of buyer who sees a long drive as an opportunity to disappear from the world for a while. That’s also where the electric powertrain makes real sense.
Nobody buying a six-figure GV90 is likely trying to figure out public charging while living paycheck to paycheck in an apartment complex. These buyers are more likely to have home charging, other vehicles, and the means to arrange their lives around the rare trip that exceeds an EV’s comfort zone. In return, they get the silence, smoothness, instant torque, flat-floor packaging, and general serenity that make an EV particularly well suited to a luxury flagship.
Photos Stephen Rivers / Carscoops
But that doesn’t mean the EV-only decision is risk-free. A buyer cross-shopping a Mercedes GLS, BMW X7, Range Rover, or gas-powered Escalade may still want the freedom to drive all day, tow without anxiety, or simply avoid planning around charging. Genesis is betting those compromises will matter less than the benefits of an electric flagship. For its target customer, it may be right. But it is still leaving some very wealthy people on the table.
The Price Has To Be Right
Photos Stephen Rivers / Carscoops
The market has already set some uncomfortable benchmarks. Lucid’s Gravity Touring starts at $79,900, while Cadillac’s Escalade IQ begins at more than $127,000. The Kia EV9 starts far lower, though it isn’t a genuine equivalent; the Genesis is roughly 11 inches longer and uses a flagship-exclusive eMP platform.
That leaves Genesis with a narrow but potentially lucrative lane. If the standard GV90 starts around $100,000, it could look like an astonishing amount of luxury SUV for the money. Push it into the $120,000 range, though, and the brand will have to justify not only the vehicle itself, but also the entire Genesis ownership experience. At that point, buyers won’t just compare leather quality, rear-seat space, and charging times.
Photos Stephen Rivers / Carscoops
They’ll compare dealer treatment, service convenience, resale confidence, and whether the Genesis badge carries enough weight beside a three-pointed star or a Range Rover grille. The Neolun, and especially the four-seat First Edition, can probably command more. Those are the versions for buyers who want something their neighbors cannot casually duplicate. But the regular GV90 has the chance to be the important one.
Genesis may have built the kind of flagship SUV that makes the established luxury players uncomfortable. It looks fantastic, the interior feels genuinely special, and the coach doors, wood flooring, and rotating seats give it a personality beyond another expensive electric SUV with a giant screen. Now we just need Genesis to put a number on it. That number will decide whether the GV90 is a masterstroke or merely a very handsome missed opportunity.
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