Revoy introduced a swappable electric trailer for diesel trucks.
The 575 kWh plug-in module can cut emissions by 85 percent.
It is available to fleet operators with a per-mile subscription model.
Fully electric semi trucks can cut operating costs for fleet operators, but they routinely cost two to three times what a diesel equivalent does, and they come saddled with range limits and charging headaches. San Francisco startup Revoy has a clever way around that, turning existing diesel semis into hybrids with a swappable, plug-in electric dolly. The setup also buys more life out of the diesel trucks a fleet already owns, rather than making it replace them outright.
Revoy was founded in 2020 by CEO Peter Reinhardt and CTO Ian Rust. Rust, who previously worked at autonomous driving startup Cruise, said the idea grew out of collaborative robotics, closer in principle to an exoskeleton for humans than to a conventional EV drivetrain. “Instead of removing the driver, we’re using robotics to switch the fuel source,” he told Bloomberg.
What Actually Bolts On
The product is a self-powered unit that connects directly between the tractor’s fifth-wheel hitch and the cargo trailer. The electric add-on measures 13 feet (3.96 meters) long and tips the scales at 22,000 lbs (9,979 kg). Inside sits a 575 kWh lithium-iron-phosphate battery that feeds an electrically driven axle, which is where all the real work happens.
When the truck driver hits the throttle, the system reads the load demand and engages the electric motor to shoulder the heavy lifting, keeping the diesel engine from straining. Under braking, the motor flips to regenerative mode, topping up the battery while helping slow the truck. The dolly also runs active safety systems that guard against rollovers, flipping, and jackknifing, and it supports blind-spot detection and automatic reversing.
The Benefits In Fuel Economy And Emissions
With the add-on fitted, a standard semi hauling an 80,000 lbs (36,287 kg) gross vehicle weight can cover more than 200 to 250 miles (322 to 402 km) on electric power alone, which is enough to reshape how a lot of regional routes get run.
The company says average fuel economy on the diesel hybrid can climb from the usual 6 to 8 mpg (29.4 to 39.2 lt/100 km) to 20 to 35 mpg (6.7 to 11.8 lt/100 km), and touch 40 mpg (5.9 lt/100 km) on short-haul runs under 150 miles (241 km). Those are real savings at a moment when diesel prices have spiked because of the ongoing war with Iran.
Reinhardt says US retail diesel still sits about 40 percent above the pre-war level of roughly $3.80 per gallon, and fuel usually accounts for more than a fifth of a truck owner’s operating costs. At the same time, carbon emissions drop by as much as 85 percent.
Rather than parking a rig for hours to charge that enormous battery, Revoy built the dolly to be swapped. The company is putting together a network of highway hubs where a truck can trade a drained unit for a fresh one, with the whole exchange wrapping up in under five minutes.
According to Bloomberg, the 3 million registered heavy-duty freight trucks in the United States each cover roughly 60,000 miles (96,561 km) per year. That adds up to a $900 billion market that throws off around 300 million tons of carbon dioxide annually, or 6.7 percent of all US greenhouse emissions. An earlier report from FleetOwner pegged the potential savings at an average of $25,000 per truck each year in fuel costs, which is the kind of number that gets a fleet manager’s attention.
Dolly by Subscription
Instead of selling the hardware outright, Revoy hands the electric dolly to fleet operators as a service with a subscription fee. The company secured regulatory approval from the National Highway Traffic Safety Administration in 2023, then wrapped a yearlong pilot with freight company Ryder System Inc. in 2024. Its first commercial operation starts in 2026 in Oregon, deploying an initial fleet of four dollies built from Chinese components. That run will cover a 200-mile stretch near Portland using second-hand diesel trucks bought by Revoy’s partners, with the company training those partners’ drivers to operate the dollies.
Revoy raised $27 million in its latest funding round, pushing total funding to $41 million, reports Bloomberg. With that money, the company is developing a cheaper second-generation dolly that pairs a smaller battery with the same 200-mile EV range. The plan is to scale production and have dozens of second-gen units running US shipping routes by late 2027. For now Revoy is focused on the US, though Rust hopes the technology can eventually reach other markets.
Porsche’s electric Cayenne reached 60 mph in just 2.1 seconds in independent testing.
It outpaced the Corvette ZR1 while setting multiple SUV performance records.
Carbon-ceramic brakes also helped it stop as quickly as America’s latest supercar.
Electric vehicles have spent the last few years proving that weight doesn’t necessarily prevent eye-watering acceleration. That said, Porsche’s latest Cayenne may have just shattered the rulebook altogether. Despite tipping the scales at nearly 6,000 pounds, the new Cayenne Turbo Electric has posted numbers that would have seemed impossible for an SUV just a few years ago. The most startling fact? It’s actually quicker to 60 mph than Chevrolet’s mighty 1,064-hp (793 kW) Corvette ZR1.
According to Car and Driver testing, the 2026 Porsche Cayenne Turbo Electric sprinted from 0-60 mph (0-96 km/h) in just 2.1 seconds, edging out the Corvette ZR1 by a tenth of a second. That’s enough to make it the quickest SUV the publication has ever tested. It also beat the Lamborghini Revuelto to 60 mph by the same margin.
Where the Numbers Come From
The Cayenne Turbo EV’s performance comes courtesy of dual electric motors producing a combined 1,139 hp (849 kW) and 1,106 lb-ft (1,500 Nm) of torque when launch control is activated. All-wheel drive helps put every bit of that power to the pavement, allowing the big Porsche to shrug off its 5,960-pound (2,703-kg) curb weight.
And the fireworks don’t stop after 60 mph (96 km/h). The electric Porsche reaches 100 mph (161 km/h) in 4.5 seconds, storms through the quarter mile in 9.5 seconds at 146 mph (235 km/h), and continues pulling hard all the way to 150 mph (241 km/h) in 10.1 seconds. Passing performance is every bit as violent, with the Cayenne needing 1.1 seconds to go from 30 to 50 mph (48-80 km/h) and 1.4 seconds from 50 to 70 mph (80-113 km/h).
That quarter-mile run was also 1.1 seconds quicker than the Lucid Gravity and two-tenths ahead of the Lamborghini Revuelto. That’s supercar numbers, from a Porsche family SUV.
Stops Like a Supercar Too
Perhaps even more surprising is that the Cayenne doesn’t sacrifice braking or handling in the pursuit of straight-line speed. Equipped with optional $10,900 carbon-ceramic brakes, it stopped from 70 mph (113 km/h) in 140 feet (42.7 m), the same distance Car and Driver recorded for the Corvette ZR1 despite the Porsche weighing roughly 2,100 pounds (953 kg) more.
It also stopped 10 feet (3 meters) shorter than the Cayenne Turbo GT and 12 feet (3.7 meters) sooner than the Lamborghini Urus Performante. Even those who truly hate EVs can’t deny how impressive these figures are. And get this… there’s even more to gawk at.
The SUV also pulled 1.05 g on the skidpad, another record for an SUV in the magazine’s testing. That narrowly beats the Lamborghini Urus Performante’s 1.04 g and leaves rivals like the Rivian R1S and Lucid Gravity well behind, the Rivian at 0.80 g and the Lucid at 0.90 g. Car and Driver credited the Cayenne’s Pirelli P Zero R tires and Porsche Active Ride suspension for the result.
Of course, none of this comes cheaply. The Cayenne Turbo Electric starts at $165,350 with delivery fees, while the example tested carried a sticker of $194,600 thanks to options like its carbon-ceramic brakes. One could argue that for all the Cayenne Turbo Electric can do, it’s almost worth it.
Rivian’s autonomous driving push is kicking into high gear.
Point-to-point driving arrives soon and eyes-off comes in 2027.
Automaker also announced new delivery vans for Amazon.
Rivian has released its second-quarter financial results, and things are looking up for the automaker. Jumping right into the numbers, revenues were up 27% to $1.658 billion. The company also achieved a gross profit of $179 million, which was $385 million more than a year ago.
Despite a glimmer of good news, Rivian still expects to lose $1.8-2 billion this year. CNBC notes that’s down slightly from a previous estimate of up to $2.1 billion.
Putting the financials aside, the automaker announced Amazon now has over 40,000 electric delivery vans, and they recently surpassed one billion miles (1.6 billion km) traveled. The company also confirmed they’re developing new variants to support the online retailer.
According to Rivian, they’re working on models with all-wheel drive as well as a larger battery pack. The latter is “expected to offer a 30% increase in range,” which would equate to around 210 miles (338 km/h). The all-wheel drive variant, on the other hand, appears aimed at markets with snow as well as rural areas with muddy dirt roads.
As a refresher, the current Delivery 500 and 700 are front-wheel drive and offer a range of up to 161 miles (259 km). Pricing starts at $79,900, and the larger of the two can hold up to 652 cubic feet (18,463 liters) of goods.
Besides talking about Amazon, Rivian said they expect to begin rolling out “point-to-point advanced assisted driving capabilities by the end of this year.” This is an evolution of their current Universal Hands-Free driving system, which works on more than 3.5 million miles of roads in the United States and Canada.
If everything goes according to plan, eyes-off driving will arrive in 2027. A Level 4 robotaxi could then follow in 2028.
The company delivered 12,194 vehicles in Q2, and the R2 launched on June 9. Rivian is still ramping up production, but CEO RJ Scaringe said “I believe R2 will be a game changer for our customers and a driver of Rivian’s long-term growth and profitability.” He added the “U.S. automotive marketplace is starved for high-quality EV choice, and I believe R2 is an attractively priced option for everyday adventures that will resonate with a broad set of consumers.”
Hyundai revealed the Neira prototype at GIIAS 2026 in Indonesia.
The electric three-row minivan is a rebadged Kia Carens Clavis EV.
Local assembly in Indonesia will commence before the end of 2026.
Hyundai unveiled a new concept car at the 2026 Gaikindo Indonesia International Auto Show, pitching it as an upcoming three-row minivan with a fully electric powertrain. Instead of a clean-sheet design, though, the new model is a rebadged Kia Carens Clavis EV that already sits on sale in India.
The 4,550 mm (179.1 inches) long minivan reads instantly as a Kia, with the styling changes kept to a minimum. The only differences are the Hyundai emblems, the slim intakes on the front bumper, and the silver accents on the plastic cladding around the bodywork.
Dig into the details, and the Hyundai-specific work is found in the lower section of the bumpers and side moldings, along with the alloy wheels. The rest of the bodywork carries over unchanged, right down to the LED graphics on the headlights and taillights.
Photos from the auto show suggest the interior is identical to the Kia’s, save for Hyundai’s signature four dots on the steering wheel and black upholstery on the seats. The digital cockpit runs dual 12.3-inch displays, and the cabin seats seven across three rows.
Hyundai didn’t share any specifications, but the Kia Carens Clavis EV comes with two powertrain options. The base version pairs 133 hp (99 kW / 135 PS) with a 42 kWh battery, while the flagship trim steps up to 169 hp (126 kW / 171 PS) and a 51.4 kWh battery good for a maximum range of 490 km (305 miles).
It is worth noting that Kia also offers the Carens Clavis with non-electrified gasoline and diesel engines. Both displace 1.5 liters and can be paired with either manual or automatic transmissions. Whether the Hyundai Neira will borrow them is unclear, since the press release mentions it only as an EV.
Production of the Hyundai Neira is expected to take place at the Hyundai Motor Manufacturing Indonesia (HMMI) plant in Cikarang. Indonesian pricing will be announced closer to the market launch, but the Kia Clavis EV is already on sale in India starting from 12.85 Lakh ($13,400).
Beyond the Neira, Hyundai Indonesia has also given its other budget three-row minivan, the Stargazer Cartenz, a new starting price of IDR 241,400,000 ($13,400).
State got $197M for EV charging stations, but the funds are going elsewhere.
Florida wants to establish 32 take-off and landing pads across the state.
According to officials, flying cars could help to combat highway traffic issues.
Through the Federal National Electric Vehicle Infrastructure (NEVI) program launched under the Biden administration, US states received millions of dollars to grow their local EV charging networks. Some of these taxpayer-funded chargers have been built, just not in Florida, where it wants to spend the money on flying cars.
Florida received $197 million through the NEVI program. That cash could have gone a long way toward expanding the state’s EV charging network, but according to state officials, the private market has already done enough for local owners to charge quickly and easily at public locations.
A plan uncovered by the Miami Herald, surfacing after a records request filed in January, shows how the Florida Department of Transportation (FDOT) intends to spend the charger funding on an ‘Aerial Highway Network’ of electric vertical take-off and landing aircraft, or eVTOL, plus 32 take-off and landing pads scattered across the state. FDOT says it started planning for flying vehicles in 2021 and has spent more than three years on public engagement about the project.
Bad Luck For EV Owners
“The Florida Department of Transportation will not waste taxpayer dollars and spend it on everyday passenger vehicles,” the document reveals. “Instead, FDOT’s proposal…takes an innovative and strategic approach to offer the greatest benefits to Floridians by supporting a new emerging mode of transportation.”
Stephen Smith of the Southern Alliance for Clean Energy criticized the proposal, telling the Miami Herald, “Money is being hijacked from what would have benefited a large population to go to the oligarch, ultra-wealthy for these emergent technologies.”
$5.6 Million A Pad
The plan estimates each pad will cost about $5.6 million to build, and they could land near airports, luxury apartment buildings, military bases, and golf courses. The list alone tells you who benefits: wealthy residents, not the EV owner stuck hunting for a working charger. The documents also indicate Florida could cover the required state matching share for some projects itself, rather than leaving that cost to private companies as is typically done under NEVI.
The Miami Herald’s report notes that there were 452 fast chargers and 1,708 Level 2 slow chargers in Florida as of January 2025, although it’s unclear how many there are now. While this number has increased since the NEVI funding was announced, thanks to private firms, Florida residents have the second-highest number of EVs in the country but have a below-average number of chargers per vehicle.
The Rules Allow It
Under updated NEVI rules, funding awarded through the program can be redirected toward other charging needs. The Federal Highway Administration has reviewed Florida’s charger highway corridor and agrees it is fully built out. Other states have used that flexibility in very different ways. North Carolina, for instance, is putting the money toward chargers at apartment complexes for residents without home charging. On that basis, the FHWA is expected to approve Florida’s request to spend its share on flying cars.
Florida says its flying car ambitions will help ease highway traffic congestion, but unless hundreds, if not thousands of eVTOL are deployed, it’s hard to imagine them having a significant impact on traffic. The state would, of course, then need makers of eVTOLs to deploy and sell their aircraft locally, or elsewhere take-off and landing pads could sit idle.
Slate introduced themed starter packs combining wraps, decals, and accessories.
The company says each package keeps the truck under $29,000 before fees.
The bundles shift attention from the base model to affordable personalization.
One of the biggest talking points surrounding Slate’s upcoming electric pickup has been its headline-grabbing $24,950 starting price. Now, the startup is trying to convince potential buyers that adding a little personality doesn’t have to blow the budget.
In a new email sent to reservation holders, Slate introduced several themed “starter packs” that bundle wraps, decals, and accessories while keeping the vehicle below the $29,000 mark. The pivot in messaging tells you more about where Slate’s head is at than the decals do.
Rather than encouraging buyers to piece together individual options, Slate has created curated packages aimed at different tastes. Among the first themes are Baja Blaze, All Green Flags, and Rally Point, each featuring a different combination of exterior graphics, wheel decals, and accessories intended to give the truck a distinct look. The move sounds a lot like Ford’s recent idea to sell limited-edition vehicles curated to be like sneaker drops.
The company pitches the idea with the slogan, “Big Looks. Not So Big Price,” emphasizing that buyers should be able to own a vehicle that stands out without “setting your wallet on fire.” While the Blank Slate still carries its advertised starting price of $24,950, the email notes that every featured starter pack keeps the total below $29,000 before destination charges, taxes, registration, and other fees.
Although the email doesn’t detail exactly what’s included in every package, the approach simplifies what could otherwise be an overwhelming customization process. Slate truly offers a huge list of available options. It’s a major part of what the brand is selling, and that’s personalization.
Perhaps more interesting than the accessories themselves is what Slate chooses to emphasize. The email makes no mention of horsepower, driving range, payload, or performance. Instead, it focuses almost entirely on affordability and self-expression. That’s probably a wise play given that for $29,000 or a little less, traditional trucks like the Ford Maverick are quite a lot more capable, albeit in gas-burning form. That said, we expect Ford’s upcoming sub-$30K EV pickup to put even more pressure on Slate.
As new cars have flooded the market, data privacy laws have not kept up.
Australia is being urged to adopt similar vehicle cybersecurity laws to Europe.
As it stands, data collected by new cars in Australia is stored overseas.
Australia’s car market is relatively small, with just 1.24 million vehicles sold across 2025, yet it remains extraordinarily competitive, home to almost 70 different brands all fighting for their slice of the sales. That kind of density puts a lot of hardware, and a lot of software, into Australian driveways every year.
But as the nation’s car market has diversified, it appears the government has forgotten to protect the sensitive data that so many new cars collect. Now, the Australian Electric Vehicle Association (AEVA) is calling for action, noting the country does not have dedicated, vehicle-specific policies for cybersecurity and software-update management, as many other nations do.
New vehicles are more connected than ever, particularly EVs, routinely collecting not only location data but also uploading voice recordings and images from in-car cameras to manufacturer cloud storage systems, often overseas. Of the almost 70 car brands in Australia, they come from just 12 overseas countries, and these nations could be collecting driving data from locals and doing with it as they please.
Australia Needs To Follow Europe
The AEVA is calling on the Australian government to adopt a connected-vehicle cybersecurity framework similar to Europe. This would require manufacturers to maintain a certified cybersecurity management system, a software update management system, and “clear lifecycle processes for vulnerability management, incident response and secure software updates.
At present, the only legal framework helping protect local data is the 1988 Privacy Act’s Australian Privacy Principals, which requires open and transparent handling of personal information. This, alongside voluntary standards from the Federal Chamber of Automotive Industries (FCAI), is all that’s used.
What Should Be Done?
The AEVA wants in-car data to be processed in the vehicle by default and that data collected is stored in Australia by default. There should also be strict limits on overseas data feeds from Australian vehicles to overseas manufacturers, and locals should have the rights to access, delete, and manage vehicle data.
Even China is doing a better job than Australia. Its 2021 automobile data provisions prioritize in-vehicle processing of data and a default non-collection principle. Important data also needs to be stored domestically and is subject to security assessment before it can be transferred abroad.
“A well-designed Australian regime can support innovation, enable safe software-defined vehicles, and still require privacy-protective defaults, local processing, strong cybersecurity and meaningful user control,” the AEVA noted. “It should also ensure that consumers and consumer-authorised third parties are not locked out of legitimate access to vehicle data, functions and resources by manufacturer-controlled digital gatekeeping.”
Mercedes’ electric GLA looks less spectacular without its optional passenger touchscreen.
Every GLA EV from the base 200 to the top-spec 350 makes Superscreen upgrade an option.
Tempting €1,160 Superscreen display really costs €4,183 once mandatory extras are added.
Mercedes unveiled its all-new electric and hybrid GLA yesterday with a cabin dominated by a spectacular wall of screens. But head over to the German configurator with €48,599.60 ($55,640) and dreams of ordering a basic GLA 200, and Mercedes has a little reminder that you didn’t spend enough.
What looks like one enormous pillar-to-pillar display is actually three separate screens housed behind a continuous glass panel. The digital instrument cluster and central touchscreen are standard, but the passenger display above the glovebox isn’t.
Leave the third-screen option unticked and Mercedes fills the resulting void with a glossy black panel illuminated by dozens of three-pointed stars. It actually looks pretty smart, though being confronted by a constellation of Mercedes badges every time you climb aboard will always remind you that you didn’t spring for the full setup.
And the 221 hp (224 PS / 165 kW) GLA 200 isn’t alone in making you feel like a skinflint. The 268 hp (272 PS / 200 kW) GLA 250 and even the 349 hp (354 PS / 260 kW) GLA 350 also miss out on the passenger display as standard. It’s possible however, that a top-dog AMG 45 version coming later and using the new 671 hp (680 PS / 500 kW) CLA 45’s triple-motor powertrain, might get it for free.
Superscreen Bait And Switch
The MBUX Superscreen option is listed at €1,160.25 ($1,330) on the German GLA configurator, and you can have it on every model including the lowly GLA 200. It’s not cheap, but also not likely to make too much of a difference to your monthly payment, so we can imagine a few buses being tempted. Click to add it, though, and the configurator demands you also add the €226.10 ($259) three-year Digital Entertainment package plus the €2,796.50 ($3,200) Advanced Plus Package with Digital Extras.
The latter adds more tangible luxuries including flush door handles, heated seats, four-way lumbar adjustment, ambient lighting and wireless smartphone charging. Add all three packages together and your supposedly €1,160.25 Superscreen has actually relieved you of €4,182.85 ($4,789).
Zero Benefit For Drivers
The third infotainment display can stream video, with audio routed through headphones or the GLA’s speakers. But Mercedes prevents drivers from enjoying an unauthorized movie night behind the wheel. If the car detects the driver looking at video playing on the passenger screen for more than two seconds, it blanks the image. When the passenger seat is empty, drivers can choose from various backgrounds to stop that expensive display sitting there doing nothing.
Mercedes
We’re guessing most buyers won’t spec the third screen, and it won’t be the end of the world. Those illuminated stars arguably look better than a boring plain black panel, and probably better than an unused screen covered in greasy finger marks. But Mercedes’ glamorous launch images certainly aren’t showing you what €48,599.60 really buys.
Ferrari reportedly sold its 2026 Luce allocation in just two months.
China and U.S. tech buyers are said to be driving demand.
The controversial EV remains a tiny part of Ferrari’s overall production.
When Ferrari unveiled the Luce in May, the internet had plenty to say, and very little of it was complimentary. Critics blasted its styling, investors briefly punished the stock, and even a former Ferrari chairman publicly argued it shouldn’t wear the badge. None of that appears to have slowed demand, if we’re to believe Ferrari. According to a new report, the Italian supercar maker has already met its first-year sales target for their first production EV just two months after launch.
The Financial Times, citing two people familiar with the matter, reports Ferrari planned to sell “just under 500” Luce models during its first year on the market. That allocation was reportedly spoken for earlier this month despite a starting price of €550,000 (roughly $640,000 at current exchange rates) before taxes. While Ferrari has denied that it’s requiring customers to buy the Luce to remain in its good graces, there will no doubt be many who believe that played a role in this new report.
Chasing New Money, Not Old Collectors
Evidently, dealers were instructed not to pressure traditional collectors into buying the Luce, instead focusing on new customers, particularly wealthy buyers in China and from technology hubs such as Silicon Valley, where electric vehicles are already commonplace. That strategy appears to be paying off.
According to the FT, Ferrari has set a longer-term goal of roughly 2,500 Luce sales by 2030, or about 600 units per year. That would account for around 5 percent of the company’s yearly total.
Sources cited by the FT say demand has been especially strong in China, while U.S. technology entrepreneurs have also responded positively to the model. Independent luxury analyst Scott Sherwood told the publication Ferrari’s customer targeting is “on another level versus a lot of their competitors.” Yeah, it would seemingly have to be considering what we’re talking about here.
The Most Divisive Ferrari In Years
Nothing about the Luce’s launch felt particularly smooth. The premier online was glitchy. Critics and everyday folks panned it. Other automakers even got in on the fun. Social media users compared it to far less expensive mainstream crossovers, while Ferrari’s shares dropped more than 8% immediately after its unveiling. It’s probably the most divisive car since the Cybertruck debut.
The backlash was followed by the exit of Ferrari’s long-serving chief marketing and commercial officer, Enrico Galliera. Ferrari said his departure, and his replacement by a former BMW executive, had been decided before the Luce broke cover.
The first production-spec Luce will be auctioned during Monterey Car Week next month, where Sotheby’s reportedly expects the charity ‘Tailor Made’ car to bring more than $1.1 million. Now we just wait to see if the Luce can maintain its yearly sales goal or if it falls off a cliff like the aforementioned Tesla.
Waymo’s new Ojai robotaxi now runs with Gemini AI onboard.
Gemini lets riders adjust the climate with natural voice commands.
Built in China, the Ojai gains its Waymo hardware after reaching the US.
Waymo’s fleet of robotaxis in the United States is getting a big upgrade, although the Jaguar I-Paces you’re probably familiar with will be missing out. Instead, the self-driving company is focusing its updates on the Zeekr-built Ojai, now allowing riders to speak with Google’s Gemini AI assistant.
The Ojai is still a relatively new addition to Waymo’s fleet and, unlike the I-Pace, which the firm has converted into a robotaxi, the Ojai was designed from the outset to autonomously ferry passengers around. Now with Gemini included, riders will be able to effortlessly interact with the vehicle.
You can now ask an Ojai to adjust the climate control, not that reaching over and doing it yourself was ever a struggle. The assistant can also reel off facts about local landmarks and even help you pick up a new language, along with just about anything else you might throw at it.
Waymo has also updated how the Ojai’s three in-car screens operate. If a rider is sitting in the rear right of the robotaxi, they will be shown dedicated controls on the closest screen, while the other two screens will show a simplified overview of the trip. In addition to the screen offering climate control adjustments, riders can also use it to change what media is playing.
If speaking with a Google-run, AI-powered assistant while being driven around in a Google-owned self-driving taxi sounds a little too much like starring in an eerie episode of Black Mirror for you, Waymo says Gemini remains inactive unless a rider begins to interact with it.
The introduction of Waymo’s new Ojai robotaxi hasn’t been without issue. Earlier this year, one of the robotaxis swerved off the side of a road and crashed into multiple parked vehicles in California. While some were quick to point blame at the vehicle’s autonomous driving systems, it was quickly determined that a person was behind the wheel.
SK On could build solid-state batteries at its current lithium-ion factories.
Advanced solid-state batteries have the chance of reinventing the EV industry.
Mercedes, Stellantis, and Karma are already testing Factorial’s tech.
Factorial Energy, one of the most promising battery companies in the United States, has signed a Memorandum of Understanding (MoU) with South Korean battery leader SK On to explore large-scale production of advanced new solid-state batteries. As the EV industry pushes forward, deals like this have the potential to change the market.
Through the MoU, the companies will explore the technical feasibility and manufacturing considerations for Factorial’s FEST solid-state batteries. Although the company may not be as well-known as some other battery firms, like CATL, it’s the firm behind the solid-state batteries being tested by Mercedes-Benz, Stellantis, Karma, and others.
While solid-state battery technology has come a long way in recent years, it has yet to be commercialized at scale. SK On already operates a massive manufacturing footprint for lithium-ion batteries and could be the perfect partner for Factorial, helping its cells reach the mass market.
“A battery breakthrough only matters if it can be manufactured at scale,” Factorial chief executive Siyu Huang said. “That is what makes this partnership with SK On so significant. Their manufacturing footprint spans some of the world’s most advanced battery facilities, and their expertise will be critical in shaping how solid-state battery technology integrates into global production ecosystems.”
The Solid-State Future
Factorial notes that it has never been focused on manufacturing its solid-state batteries alone, or at dedicated facilities. Instead, it’s all about developing new battery technologies that can leverage existing manufacturing infrastructure. In addition to working on solid-state batteries for cars, it’s also looking to work with SK On to use these batteries in the mobility and high-performance markets, as well as energy storage.
Many view solid-state batteries as the next frontier in automotive technologies. Several car manufacturers in China are getting close to producing solid-state cells at scale, as are Japanese firms, including Toyota.
PROS ›› Bold looks, great power, engaging drive, good sounds CONS ›› Pricey, in-efficient, heavy
Genesis is growing up fast. Hyundai’s luxury arm has walked back its previous commitment to building only EVs, with hybrids and range-extenders now in development, and it officially launched the Magma brand in late 2024 to head up the performance side of things.
What exactly is Magma? You could think of Magma as the company’s equivalent to Hyundai’s N division or BMW M, committed to building vehicles that deliver immense power combined with exceptional control, without ruining the luxury experience buyers expect from a Genesis.
Not only is Magma focused on delivering performance cars for the streets, but also at the racetrack. It recently made its 24 Hours of Le Mans debut with the GMR-001 hypercar, and is toying with the idea of GT3 racing, too.
Its first global production model is the GV60 Magma, and we recently had the opportunity to experience it first-hand. As a glimpse into the brand’s future, it’s a very exciting time.
QUICK FACTS
› Model:
2027 Genesis GV60 Magma
› Starting Price:
AU$130,000 (US$90,300), plus on-road costs
› Dimensions:
182.4 x 76.3 W x 61.4 in H (4,635 x 1,940 x 1,560 mm)
› Wheelbase:
114.1 in (2,900 mm)
› Curb Weight:
2,270 kg (5,004 lbs)
› Powertrain:
84 kWh battery | dual electric motors
› Output:
641 hp (478 kW) / 582 lb-ft (790 Nm)
› 0-62 mph
3.4 seconds
› Transmission:
Single speed
› Efficiency:
26.5 kWh/100 km as tested
› On Sale:
Now
SWIPE
Photos Credits Hyundai Australia
In Australia, Genesis has launched the GV60 alongside the new rear-wheel drive GV60 Advanced. This high-powered, performance model has been a long time coming, launching more than two years after the related Hyundai Ioniq 5 N. Priced from AU$130,000 (US$90,300) before on-road costs, making it roughly AU$20,000 (US$13,800) more expensive than the Hyundai.
Genesis has also confirmed US pricing for the 2027 GV60 Magma, and the number is a lot friendlier than the Australian figure suggests. It starts at US$69,950 before a US$1,545 destination fee, which is US$17,425 more than the base 2026 GV60 and US$10,050 more than the Hyundai Ioniq 5 N it shares so much with.
The performance version of the GV60 has been a long time coming. It follows a familiar recipe to the Ioniq 5 N and Ioniq 6 N, rocking twin electric motors that combine to deliver a peak 478 kW (641 hp) and 790 Nm (582 lb-ft) of torque. It’s the first model launched by Magma and is a sign of things to come with other performance cars. Crucially, Magma should not be considered in the same vein as Hyundai N, as it has a different philosophy: it’s eager to retain the luxury and refinement it’s known for, while adding some extra thrills.
Like Hyundai N’s two high-powered EVs, the GV60 Magma also has plenty of party tricks, but more on those later.
It looks like a proper performance car, too. It’s wider than the standard version, sits lower, has distinctive bumpers, forged 21-inch alloy wheels, and a mean-looking spoiler at the rear.
A Properly Sporty Cabin
Photos Hyundai Australia
The GV60 Magma has launched alongside the regular, facelifted model, and as such, benefits from all the same updates. These include a new, single 27-inch-wide screen housing the instrument cluster and the infotainment display. Crucially, Genesis has made it feel much more special than a run-of-the-mill GV60.
Among the key features are 10-way adjustable sports bucket seats, distinctive white contrast stitching and piping, and a unique steering wheel, complete with a bright orange Magma dial and a Boost button. Adding to the premium feel is brushed black aluminum trim. Sadly, there’s no white interior option like the standard model.
Boosting the premium feel of the Magma’s cabin is black suede-like Chamude material on the door panels, seats, and headliner. All in all, it feels like a genuine premium place to sit and, perhaps most importantly, has bucketloads of character, which isn’t something that can be said about most EVs.
Photos Hyundai Australia
Dive into the menu, and there’s a dedicated Magma section to play with all the extra settings and to view live performance metrics. It’s far less complex than the system used by the Ioniq 5 N and Ioniq 6 N, offering fewer areas of adjustability and not having all the same track-focused settings. Standard driving modes available include Range, Comfort, Sport, and the configurable My Drive Mode, as well as two models should you want to have ramp-up fun.
Genesis has stressed that the GV60 Magma is not supposed to be as extreme or as focused as something like the Hyundai Ioniq 5 N or Ioniq 6 N. As such, it includes a special GT model, which can be engaged with either the virtual gear shifts or without, and amps up the powertrain and steering systems. Similarly, the ‘active sound design’ system can be easily toggled on and off. If that’s not enough, there’s also a Sprint mode which puts everything into the most aggressive setting, as well as a Drift mode and battery conditioning settings for drag racing and long stints on a racetrack.
Photos Hyundai Australia
Compared to the Ioniq 5 N and Ioniq 6 N, the GV60 Magma does not have the same number of dizzying, performance and track-focused menus. It’s also not quite as configurable, which, again, is no bad thing, and underscores the EV’s slightly more poised and refined focus. Whereas the N products have more of that boy racer edge, the GV60 Magma will be better suited to the distinguished gentleman or CEO who wants something that makes a statement, is fun to drive, but doesn’t have the same hard edge.
So, How Does It Drive?
As you’d imagine from the headline figures, the GV60 Magma is a truly ferocious performer and yet somehow manages to retain most of the standard model’s levels of refinement.
Grip is tenacious. Sitting on bespoke Pirelli P Zero Elect rubber, the GV60 Magma hides its weight extraordinarily well, and thanks to the shorter wheelbase than the Ioniq 5 N, feels more compact on twisty roads.
Crucially, the Magma is an enjoyable car to drive at speed, while still remaining comfortable. With that being said, the ride is quite firm, even in Comfort mode, but it’s certainly comfortable enough for everyday driving. Genesis has fitted similar stroke-sensing electronically controlled suspension as is found in the Ioniq 6 N. If you want a GV60 that prioritizes a pillowy ride, well then the standard model will be better suited.
Photo Brad Anderson/Carscoops
The soundtrack is not quite as dramatic as the N products, but it’s still way better than any other EV out there trying to replicate the sound of an ICE. Compared to the new 6 N, for example, the faux exhaust backfires are nowhere near as loud, although they still sound surprisingly authentic, even though they are slightly muffled by the speakers. However, the soundtrack can have an annoying drone if left in its loudest setting and while cruising.
Magma has also made the note a little different than the Hyundais, aiming to replicate a six-cylinder rather than a turbocharged four-cylinder. It also ‘revs’ to 9,000 rpm and includes exterior speakers, so those around you can hear it too. For those who want their EV to sound like an EV, therefore remaining completely silent, the sounds can easily be switched off in the menu.
Another area of the driving experience that Genesis has nailed, just as well as engineering teams from Hyundai’s N division, is the simulated gear shifts. As with the Ioniq 6 N, which includes eight gears, the GV60 Magma is the same. They deliver the same kick through the chassis while shifting between the different ratios, really boosting the experience.
Given the performance figures, it is suitably ferocious in a straight line. Genesis quotes a 0-100 km/h (62 mph) time of 3.4 seconds, and that’s exactly how quick it feels. We tested it in the wet, and recorded a time of 3.7 seconds with a GPS timer, so the claim will definitely be achievable in the dry.
If you’re seeking maximum acceleration, the Boost button on the steering wheel adds an extra 30 kW (40 hp) and 50 Nm (37 lb-ft) of torque for 15-second bursts. While those gains may not seem all that significant on paper, you can really feel the extra punch while behind the wheel. In Sprint mode, Boost kicks in automatically once you press the throttle beyond 90 percent. It’s also used with Launch Control.
Photo Credits Brad Anderson/Carscoops
As with other EVs with similar power levels, extracting the Magma’s performance credentials on the road is difficult, and would really only be something that’s achievable on a track. It’s an all-round phenomenal performer, delivering driving thrills that most other EV makers can only dream of achieving.
The brakes are also tremendous. It rocks huge 400 mm (15.7-inch) discs at the front with four-piston calipers, while positioned at the rear are 360 mm (14.1-inch) discs with single-piston calipers. These mechanical brakes work alongside the regenerative braking system, allowing the Magma to pull up from 100 km/h (62 mph) in just 33.8 meters.
What About The Normal EV Stuff?
A high-performance EV like this also offers a duality which is hard to replicate with similarly powerful combustion-powered vehicles. Shift out of GT, Sprint, or Sport mode, and engage Range or Comfort, and the GV60 Magma goes silent, gliding over the tarmac as well as any other luxury crossover.
When not using the paddle shifters to change gears, they’re tasked with adjusting the regenerative braking. As in the standard GV60, the Magma includes three levels of regen, in addition to a full one-pedal driving mode. It also offers an automatic mode that tweaks the regen depending on navigation information, map data, and traffic flow.
The downside of all the performance is efficiency, or lack thereof. Genesis quotes a combined efficiency rating of 21.5 kWh/100 km, giving the GV60 Magma a driving range of 425 km (264 miles). However, during our time with it, which included the single-day launch event and several days post-event living with one, that figure was closer to 27 kWh/100 km, reducing the driving range to just over 300 km (186 miles), which is poor.
On the plus side, the Hyundai group’s E-GMP, 800-volt electrical architecture does allow the Magma to charge quickly. Plugged into a 350 kW DC charger, where it can peak at 265 kW, a charge from 10-80 percent takes just 18 minutes.
Verdict
Photos Hyundai Australia
Genesis has a difficult task ahead of it. By automotive standards, it remains a relatively young player and has a lot of work to do before the average punter will view it in the same regard as BMW, Mercedes, Audi, or even Lexus. One could argue it’s launched the Magma brand a little too early and may have too much on its plate.
However, setting these challenges aside, there’s no denying the GV60 Magma is excellent. It will not be a high-volume seller, nor will the updated 2027 GV60 either, but it does a brilliant job walking the fine line between performance and poise. It feels more grown-up than the Ioniq 5 N and yet is just as enjoyable to drive. The future of the Magma brand is shaping up nicely.
Photos Hyundai Australia/Brad Anderson for Carscoops
The 2027 GV60 Magma arrives in America in the coming weeks.
Starts at $69,950, which is $17,425 more than the base 2026 GV60.
Crossover will only be offered in California, New York, and New Jersey.
Genesis has announced pricing for the 2027 GV60 Magma will begin at $69,950 before a $1,545 destination fee. That means the model costs $10,050 more than the 2026 Hyundai Ioniq 5 N, but costs $55 less to be delivered. That’s a pretty sizable difference, but Genesis is a luxury brand and there was little doubt it’d carry a hefty premium.
Despite its luxury roots, the GV60 Magma is focused on performance and has an 84 kWh battery pack, which feeds a dual-motor all-wheel drive system producing up to 641 hp (478 kW / 650 PS) and 583 lb-ft (790 Nm) of torque. This enables the model to accelerate from 0-60 mph (0-96 km/h) in 3.4 seconds.
Set to arrive at select dealers in California, New York, and New Jersey in the coming weeks, the hot GV60 has launch control, virtual gear shifts, and an electronic limited slip differential. They’re joined by an e-Active Sound Design Plus system, which “simulates engine sounds through two external speakers.”
Genesis said surprisingly little about the model, but noted the glorified hatchback has an aggressive front bumper, canards, and exclusive 21-inch forged wheels. They’re joined by a sizable rear wing and a color palette that includes Magma Orange, Uyuni White, Vik Black, and Makalu Gray Matte.
The interior largely carries over, but the Magma comes equipped with performance seats that have heating and ventilation. They’re wrapped in Obsidian Black suede and feature orange contrast stitching.
Drivers will also find a sport steering wheel with dedicated Boost and Magma Mode buttons. They’re accompanied by alloy pedals and unique displays for the 27-inch OLED screen. Genesis also noted the car comes standard with a Bang & Olufsen premium audio system.
Mercedes has introduced the new GLA, which offers electric and hybrid power.
The EVs arrive first and the range-topper has 349 hp and 400 miles of range.
Crossover sports a more upscale design and a screen laden interior.
Mercedes styling is pretty hit or miss these days, but the company scored a solid double with the redesigned GLA. It goes up for order tomorrow in Europe, while a US launch is scheduled for the second half of 2027.
Looking far more stylish and upscale than its predecessor, the crossover adopts the company’s new “iconic grille.” It’s larger than before an offers optional illumination.
The grille is flanked by standard LED headlights that feature a chrome-plated star design. On models equipped with the optional Multibeam LED headlights, the daytime running lights are shaped like a star.
Moving further back, there’s streamlined bodywork, flush-mounted door handles, and pronounced cladding. They’re joined by muscular rear haunches and 18- to 20-inch wheels.
The sportier styling continues at the rear end, where the license plate recess has moved from the liftgate to the bumper. The model also sports squared off taillights that are connected by a slender bar.
The exact look varies and there will be AMG Line, AMG Line Plus, and Night Edition packages. The latter has a Cosmos Black Magno exterior with high-gloss black accents and black 20-inch wheels. They’re joined by two-tone sport seats, illuminated door sill plates, and Dark Shadow flourishes.
In terms of size, the redesigned GLA measures 179.7 inches (4,565 mm) long, 73.7 inches (1,873 mm) wide, and 63.1 inches (1,604 mm) tall with a wheelbase that spans 109.8 inches (2,790 mm). This means the model is 6.1 inches (155 mm) longer and has an extra 2.4 inches (61 mm) between the wheels.
An Interior Dominated By Screens
The cabin largely carries over from the CLA and this means buyers will find a 10.25-inch digital instrument cluster, a 14-inch infotainment system, and a big blank section with star graphics.
The latter serves as a permanent reminder of your cheapness and nudges customers to buy the optional MBUX Superscreen. It adds a 14-inch front passenger display that provides access to more than 40 apps including Disney+ and YouTube.
On the topic of options, Mercedes offers a Sky Control panoramic roof that can go from transparent to opaque in a matter of milliseconds. Customers can also get a 16-speaker Burmester 3D surround sound system – among other things.
Thanks to the increased dimensions, occupants will find a roomier cabin. There’s an additional 0.3 inches (7 mm) of legroom up front, while the back seat adds up to 1.5 inches (38 mm). Mercedes also noted there’s an extra 0.9 inches (24 mm) of rear seat headroom as well.
On the topic of space, the boot now holds 14.5 cubic feet (410 liters) of luggage and that’s an increase of 2.5 cubic feet (70 liters). It can be expanded to 49.4 cubic feet (1,400 liters) by folding the rear seats down and there’s a 3.8 liter (107 liter) frunk on electric variants.
Electric Powertrains
The GLA will be offered with a bewildering number of powertrains and kicking things off is the GLA 200 Electric. It features a 58 kWh LFP battery as well as a rear-mounted motor producing 221 hp (165 kW / 224 PS) and 247 lb-ft (335 Nm) of torque.
This enables the crossover to accelerate from 0-62 mph (0-100 km/h) in 8.1 seconds, before topping out at 130 mph (210 km/h). Buyers can also expect a WLTP range of 245 – 278 miles (394 – 447 km).
When the battery is low, a 200 kW DC fast charging capability can take it from 10-80% in as little as 20 minutes. If that’s too long, a ten minute charge can deliver 103 miles (165 km) of range.
The mid-level GLA 250+ Electric has a beefier motor producing 268 hp (200 kW / 272 PS) and 247 lb-ft (335 Nm) of torque. Thanks to the extra oomph, the crossover hits 62 mph (100 km/h) in 7.3 seconds, but the top speed is unchanged at 130 mph (210 km/h).
Buyers will also find a beefier 85 kWh NMC battery, which delivers 359 – 408 miles (577 – 657 km) of range. The model also has an upgraded 320 kW DC fast charging capability, which delivers 168 miles (270 km) of range in ten minutes.
Sitting at the top of the electric lineup is the GLA 350 4MATIC Electric. It has a dual-motor all-wheel drive system producing a combined output of 349 hp (260 kW / 354 PS) and 380 lb-ft (515 Nm) of torque. 62 mph (100 km/h) comes in just 5.4 seconds, while the top speed remains 130 mph (210 km/h). Range also takes a slight hit as it drops to 345 – 400 miles (555 – 643 km).
The United States will only be getting the 250+ and 350 4MATIC variants. However, Mercedes also announced a fourth variant is coming in 2027 with a 71 kWh NMC battery.
Hybrid Power Arrives Next Year
Besides the EVs, Mercedes confirmed plans for hybrid variants with front- and all-wheel drive. The company didn’t say much about them, but noted they’ll have a turbocharged 1.5-liter four-cylinder, a 1.3 kWh battery pack, and a 30 hp (22 kW / 30 PS) electric motor integrated into an eight-speed dual-clutch transmission.
While Mercedes is playing coy, the powertrains should carryover from the CLA. This means there could be a GLA 200 with a combined maximum output of 190 hp (142 kW / 193 PS) as well as a GLA 220 with 217 hp (162 kW / 220 PS).
It’s also worth noting the GLA will be offered with the new MB.Drive Assist system that provides a “state-of-the-art” Level 2 semi-autonomous driving experience.
Mini is developing an off-road version of its latest Countryman.
Higher clearance and all-terrain tires set it apart from the standard car.
The rugged version of the compact SUV will be unveiled in October.
Mini is preparing to expand its lineup with a new, off-road-focused version of the Countryman. The compact SUV is currently going through the last stages of testing and validation on US soil ahead of its premiere which is scheduled for October 2026.
After years of rumors and off-road packages from independent tuners, a rugged Countryman is finally happening. Mini released photos of a camouflaged prototype picking its way across gravel tracks and rocky terrain in Colorado’s Rocky Mountains.
Mini
The prototype sits higher than the standard Countryman and rides on black alloy wheels wrapped in all-terrain tires. Unlike the X-Raid build from Delta4x4 and Mini’s own Vagabund concepts from earlier this year, though, this one skips the wide fender extensions that would give it a meaner stance. The bumpers look untouched too.
Besides the new shoes, the highlight of the exterior is the large roof top tent communicating the adventurous character of the build. Mini has been offering similar tents as an option for its other models so the camping treatment doesn’t take us by surprise.
Mini
Mini has not yet disclosed if this rugged package will be offered with combustion or electric powertrains. However, we expect it to be paired with the AWD-capable variants. At the moment, the only trims available with the ALL4 badge are the Countryman S, the flagship JCW and the electric SE.
After its public reveal in October, the model will take on the 2026 Rebelle Rally. The grueling all-women navigation event runs more than 2,500 km (1,553 miles) across remote wilderness, with no modern GPS to lean on.
Jean-Philippe Parain, Head of Mini, said: “Mini has always been about turning every journey into an adventure. That spirit guided this project from the very beginning. We are incredibly excited to be just one step away from introducing this new, rugged addition to the Mini Countryman family. True to the Mini spirit, it combines capability with character and will open up even more opportunities for unforgettable adventures”.
Shaq had West Coast Customs build a one-off Lucid Air coupe.
Now the bespoke Lucid has surfaced crashed on a salvage lot.
Its rear half escaped clean, which should ease repair costs.
Back in late 2024, basketball legend Shaquille O’Neal commissioned West Coast Customs to build him a one-off Lucid Air Coupe roomy enough for his 7’1″ frame. Eighteen months on, Shaq’s bespoke EV has landed in a salvage lot after a crash. If you back your own skills with a wrench, you could buy it, fix it up, and own a unique Lucid.
Just how far the modifications go isn’t fully clear, and nobody’s confirmed whether the wheelbase was stretched. According to Road & Track, West Coast Customs pushed the front seats back for extra legroom. The second-row seats survived the redesign, so the Air still seats five, or maybe four with Shaq at the wheel.
Visually, the car also looks a little different, most notably thanks to the fact that it’s a two-door and sits on a set of aftermarket, tightly-spoked black wheels. Sadly, Shaq’s ride is now in desperate need of some repairs.
There’s no word on how the unique Lucid was crashed or whether Shaq was behind the wheel at the time, but with some TLC, the EV might be able to return to the roads. The front bumper has been removed, and one of the radiators is busted and will need to be replaced.
A Big Lucid For A Big Man
Copart
In addition, the headlights are missing, and the hood has been damaged, so it will need to be replaced as well. If there’s a shred of good news, it’s that the rear half of the EV appears unscathed, which should help to minimize repair costs.
As for what specific Lucid Air variant the car is based on, well, that isn’t known. What the Copart listing does confirm is that it’s an all-wheel-drive model. It’s also been driven just 2,898 miles (4,663 km), so it’d be a shame if someone didn’t try to repair it.
Mazda confirms next MX-5 is being engineered to accommodate electric power.
Engineers are targeting 1,000-1,200 kg despite EV batteries joining the party.
CEO Masahiro Moro also wants an exclusive halo sports car to sit above MX-5.
Mazda has spent decades proving sports cars don’t need enormous muscle to be fun. They just need to be light, and that means EV power is out. Now one of those rules is about to change. CEO Masahiro Moro has confirmed the next MX-5, codenamed NE, is being prepared for electric power, and somehow Mazda thinks it can keep the little roadster seriously light.
Speaking with Auto Motor und Sport only weeks after an Aussie Mazda exec said the next MX-5 could be the last to run a combustion motor, Moro said the MX-5’s replacement must be prepared for a future where combustion power is no longer viable at all due to regulatory roadblocks.
“The successor must also be ready for a scenario without a combustion engine,” Moro told the German title. “The challenge for us is to make the basic structure lighter without using exotic materials like carbon fiber.”
Instead of resorting to pricey composites, engineers are being challenged to make the underlying structure lighter using more conventional materials. And Mazda’s target sounds ambitious. Moro says developers are shooting for somewhere between “just under 1,000 kg and 1,200 kg (2,205-2,645 lbs)”, adding, “And I believe we can achieve that.”
If they can, an electric MX-5, most likely wearing a design inspired by the Iconic SP concept (below), could weigh roughly the same as today’s combustion models, or just a smidge higher. The MY26 roadster comes in at 1,003 kg (2,211 lbs) without a driver in Euro trim.
Electric Not The Only Answer
Mazda’s Icon SP concept from 2024.
Fortunately for piston fans, electric isn’t the only future Mazda is planning. The next MX-5 is also expected to use the company’s new 2.5-liter Skyactiv-Z four-cylinder. Some form of hybridization remains possible too, provided it doesn’t undermine the lightweight formula, in which case power could reach 220 hp (223 PS). Today’s hottest US Miata makes 181 hp (184 PS) and even Japan’s hardcore 12R model can’t top 197 hp (200 PS).
We’ll have to wait to see how Mazda makes all those options coexist, because the next-generation MX-5 isn’t expected before 2028 at the earliest. By then, the current ND will have enjoyed an impressively long innings stretching back to 2015.
Mazda Wants A Flagship Sports Car
But new Miata isn’t all we’ve got to look forward to. Moro has another sports-car itch he wants scratched.
“I want a ‘hero car’ for Mazda, a true flagship model that perfectly embodies our brand values,” he told Auto Motor und Sport.
Moro says the MX-5 will continue serving enthusiasts seeking accessible fun, but believes Mazda is missing something special at the opposite end of the showroom. He doesn’t expect this mystery machine to chase big sales numbers and even suggests it could be built largely by hand.
This Lucid Gravity Grand Touring took a massive hit in the used market.
It has more than $7k in options, including the Dynamic Handling Pack.
Lucid recently announced competitive financing and leasing deals.
The Lucid Gravity impresses on plenty of fronts, but it shares one weakness with a long list of other premium electric vehicles: it hemorrhages value. For some buyers that’s a dealbreaker, for others it’s the price of admission. Either way, the numbers are brutal.
Earlier this month, a 2026 Lucid Gravity Grand Touring went up for auction on Cars & Bids. Less than a year old, with an original sticker of $103,650, it sold for just $73,000. That’s less than a new entry-level Gravity, and this one happens to be the current range-topper.
A look at the window sticker reveals this Gravity was optioned with the $2,900 Dynamic Handling Package, which adds titanium-painted brake calipers alongside rear-wheel steering and triple-chamber air suspension. It also rocks the Stealth Appearance Package and the $4,200 Tahoe Nappa Leather with Luxury Seating Package, adding plush upholstery, 18-way adjustable front seats with massage and ventilation functions, and seatback tray tables.
Cars&Bids
Almost new on paper, the Gravity has 12,100 miles (19,473 km) on the odometer. It’s also had a surprising number of parts replaced since delivery, including a new center console tray, hood struts, a left front wheel speed sensor, and a wheel bearing. Not the record you want to see on a nearly new premium SUV.
A Performance Beast
Cars&Bids
The Gravity’s resale value is shaky and probably has further to fall, but the SUV isn’t without its merits, chiefly performance and efficiency. A 123 kWh lithium-ion battery and a pair of electric motors send 828 hp and 828 lb-ft (1,122 Nm) of torque to the wheels. That’s enough to hit 60 mph (96 km/h) in about 3.4 seconds, and it still manages up to 450 miles (724 km) on a single charge.
Part of what’s eating into values on used Gravity models like this one may be the aggressive incentives Lucid recently rolled out on new cars. This month the company said outgoing 2026 models could be financed over 84 months at $681 a month with a $20,000 down payment. Lease deals carrying a $10,000 discount run through July 31, alongside a $3,000 loyalty credit and a $3,000 trade-in allowance from rival vehicles.
BYD launches the Racco in Japan as its first electric kei car.
It has sliding doors and up to 199 miles of EV range.
It’s priced from ¥2,145,000 ($13,100) before local subsidies.
BYD has officially launched the Racco EV in Japan, becoming the first automaker from outside Japan to build a kei car. It arrives with aggressive pricing, segment-leading range, a strong warranty, and a long list of standard tech and safety kit.
The car first surfaced back in December 2025 as a near-production prototype. Now the Chinese giant has priced the full lineup and confirmed specifications across every grade.
The headline is that starting price: ¥2,145,000 ($13,100) before local subsidies. The recently facelifted Nissan Sakura EV and Mitsubishi eK X EV, by comparison, list at ¥2,448,600 and ¥2,446,400, or roughly $14,900 at today’s exchange rates.
Local Rivals Still Have An Advantage
The Chinese newcomer has the lower sticker price, but it’s at a disadvantage compared to its Japanese rivals. Under Japan’s Ministry of Economy, Trade and Industry (METI) rules, subsidies come down to a scoring system that weighs local manufacturing, battery sourcing, domestic charging network investment, and disaster support capabilities.
That system lets zero-emission kei cars from local brands qualify for the maximum subsidy cap of ¥580,000 ($3,500), while Chinese imports like the BYD can only tap the basic ¥150,000 ($900) grant.
Because local municipal subsidies stack on top of the national one, a Tokyo resident can buy a Racco for as little as ¥1,545,000 ($9,400). That same buyer can pick up a Nissan Sakura EV or Mitsubishi eK X EV for ¥1,298,600 and ¥1,296,400 (around $7,900), leaving both cheaper on the road.
Here’s Where The BYD Racco Wins
It isn’t the cheapest electric kei car on the road once subsidies settle out, but the BYD Racco takes the upper hand on specifications and standard equipment, which makes for a compelling case.
The entry-level Racco 200 runs a 22.40 kWh battery pack good for a WLTC range of 210 km (130 miles), already ahead of its rivals. The Racco 300 Plus and 300 Premium step up to a 35.84 kWh battery, stretching range to 320 km (199 miles). The car also handles faster charging of up to 6 kW AC and 50 kW DC, with battery pre-heating for winter, plus V2H and V2L capability.
Every grade runs a front-mounted electric motor making 63 hp (47 kW / 64 PS) and 160 Nm (118 lb-ft) of torque, the ceiling for kei cars. BYD says a remarkable 90 percent of the Racco’s components, batteries and electric motors included, were built in-house.
The Racco is based on an adaptation of BYD’s e-Platform 3.0 utilizing Cell-to-Body (CTB) structural LFP Blade battery tech and the “X-PACK” module, which integrates the drive battery, control unit, DC/OBC, and climate control electronics into a single assembly for enhanced crash energy absorption. It also gets a custom suspension system specifically designed for Japanese roads, and four wheel disc brakes, which is uncommon for the segment.
In terms of styling, it adopts a familiar wagon stance and a boxy silhouette designed to offer the maximum interior space while complying with the strict footprint regulations for kei cars measuring 3,395 mm (133.7 inches) long. Among the elements that distinguish the BYD Racco from rivals are the modern LEDs, the practical sliding doors, and the slightly taller stance.
Class-Leading Space And Equipment
Inside, the base model comes standard with an 8-inch digital instrument cluster and a 10.1-inch infotainment display, while higher grades upgrade to a larger 12.3-inch touchscreen. Note that most kei cars come without a screen in their basic configuration. The entire lineup supports over-the-air (OTA) updates and comes with six airbags.
The flagship BYD Racco 300 Premium features umbrella holders, a Child Presence Detection system, hands-free sliding doors with light guide projection, Black and Beige synthetic leather upholstery, and a heated cup holder. As for practicality, BYD promises class-leading interior length, width, and height, alongside ample storage compartments. The cargo space of 280 lt (9.9 cubic feet) expands to 1,372 lt (48.5 cubic feet) when the seats are folded.
Available Now
The Racco is already up for order in Japan across BYD’s 70 dealerships, backed by an 8-year / 99,500-mile battery warranty that stretches to 10 years / 124,300 miles. Pricing opens at ¥2,145,000 ($13,100) for the base 200 and climbs to ¥2,497,000 ($15,200) for the flagship 300 Premium, before subsidies. BYD says a five-year plan with no money down on the cheapest Racco starts at ¥19,300 ($120) a month.
Beyond the electric kei cars, the Racco also squares up against ICE-powered kei wagons like the Honda N-Box, Suzuki Spacia, Daihatsu Tanto, Nissan Roox, Mitsubishi Delica Mini, and eK Space. Whether Japanese buyers go for the BYD’s value and high-tech features over the more established names is the open question.
One Chinese-built ship carried a record 7,738 vehicles in a single voyage.
Every car aboard was a Tesla Model 3 or Model Y bound for Europe.
Shanghai’s export port sits barely six miles from Tesla’s Gigafactory.
China keeps tightening its grip as the world’s largest new car exporter, and a big part of meeting the extraordinary global appetite for its vehicles comes down to the enormous car-carrying ships now being built on home soil. One of the newest of them, the Glovis Nova, swallows enough cars to cover 9.5 football fields.
On Sunday, the Malta-flagged vessel was loaded with 7,738 electric vehicles at Shanghai’s South Port Terminal and set off for Zeebrugge in Belgium, where the cars will be distributed across Europe. The trip set a new Chinese record for the number of electric vehicles shipped from a domestic port on a single ship.
A Tesla-Only Cargo
Instead of hauling a mix of EVs and plug-in hybrids from several brands, the Glovis Nova carried nothing but Tesla Model 3s and Model Ys built in Shanghai. Sticking to passenger cars also squeezed the most out of its capacity, since bulkier loads like buses and engineering equipment eat up far more deck space.
A report from the South China Morning Post notes that the Glovis Nova can carry up to 10,800 vehicles at once and runs on a liquefied natural gas dual-fuel power system. It left port at the same time as the Panama-flagged Glovis Leader, another Chinese-built carrier with the same enormous capacity, which was bound for Busan, South Korea. Both came out of Guangzhou Shipyard International, a subsidiary of China State Shipbuilding Corporation and one of the largest shipbuilding groups on the planet.
The record haul owed a lot to the Glovis Nova’s optimized deck layout. Lined up bumper to bumper, those 7,738 cars would stretch about 36km (22 miles) and cover roughly 67,600 square meters.
Why Tesla?
Tesla’s factory in Shanghai is perfectly positioned to make use of these new ships. The South Port Terminal in Shanghai, located just 6 miles away, serves as a roll-on, roll-off vehicle export hub, and it’s possible for newly built vehicles to leave Tesla’s factories and arrive on ships in just a matter of hours.
Of course, it’s not just Tesla that is benefiting from China’s expertise in building massive cargo ships. BYD operates its own fleet of car carriers, introducing the first of them, known as the Explorer No. 1, in early 2024. It has since added seven other ships to its fleet, allowing it to send thousands of its electrified vehicles to markets around the world.
In early June, almost 5,000 plug-in hybrid and electric vehicles were exported from China to Australia on the BYD Zhengzhou ship thanks to a surge in demand for the brand’s models in part due to the war in Iran and surging oil prices.
Login
