The autonomous driving space is always shifting, and today General Motors revealed that buyers of the 2028 Cadillac Escalade IQ will be able to drive without watching the road. That’s only one part of the automaker’s new announcements that also include Google Gemini and Vehicle-to-Grid power.

Moving Autonomy Forward

Eyes-off driving is something plenty of automakers have talked about, but few are even close to delivering. General Motors currently sells cars with Super Cruise, a Level 2 system that can accelerate, brake, and change lanes.

However, it can only do this on specific highways and the driver must maintain attention on the road at all times. That said, it’s Super Cruise that is laying the foundation for eyes-off driving.

More: I Tried Out GM’s Smarter Super Cruise And It Feels Promising

So far, GM says Super Cruise has accrued some five million miles without a single accident attributed to it. The car of the future won’t just let you drive without watching the road – it’ll also let you leverage Google‘s AI bot Gemini to do all sorts of things.

That includes changing settings in the car, but it goes further to the extent that it should be able to learn driver preferences. Think of it as a supercharged version of the memory button.

Rather than just remembering seating and mirror position, it could remap the media buttons, change the display layout, automatically pull up navigation to a routine destination, and more.

Launching next year, it’ll even give drivers guidance on one-pedal driving, monitor maintenance, and help with things like finding a place to eat.

Going Beyond Cars

GM isn’t stopping at AI and autonomous driving. It appears to be picking up some of the Tesla playbook as it says it’ll soon offer bidirectional EV charging, solar integration, and a stationary home battery.

In other words, owners will have the opportunity to sell some of their extra juice back to the grid and then purchase it again later when rates are lower.

Apparently, while electric vehicles might not be growing as rapidly as they used to, the technology around them continues to mature – and that can only be good news for consumers.

It’s no secret that Rivian has had its eye on e-bikes for quite some time. Patents and other leaks have popped up over the years, but now, we’re finally getting a look at the results of that interest. What you see here is the new TM-B, which made its debut today.

It’s the flagship product from Also, a new brand spun off from Rivian. It’s an intriguing new e-bike option coming to a road near you soon, assuming the company can convince buyers to take the plunge on such an unconventional two-wheeler.

What Exactly Is It?

Also’s TM-B is less a conventional bicycle or even ebike, and more of a modular compact vehicle on two wheels. The design centers on a chunky, weatherproof block at the bottom of the frame.

Inside that block, you’ll find the battery, a small generator, and the pedal system. Notably, the pedals do not directly power the rear wheel at all. Instead, pedal strokes power the generator and the pedal-by-wire drivetrain sends power to the rear wheel.

More: The Cheapest Electric Audi e-tron You Can Buy Comes With Pedals

Also offers three distinct riding profiles and a swappable seat system. Buyers begin by choosing if they want the small or large seat. From there, they can add more seat options including a cargo seat and a moto-style bench seat.

They can also choose between an All-Terrain package with knobby tires and two extra drive modes or a Street package with smoother tires. The AT package costs an extra $200 despite it appearing as though the only hardware changes are Kenda mountain bike tires.

A five-inch touchscreen cockpit with a rotatable bezel allows users to get important ride data along with GPS navigation. The bike features full suspension with 120mm of travel but Also doens’t say whether or not you can lock it out for climbing or flat roads.

The brakes are especially interesting as they feature regen technology to feed juice back to the battery and ABS. A special auto-lock system promises enhanced security as it locks the rear wheel, battery, and frame when engaged.

Also says it’ll sell bikes offering between 60 and 100 miles of range (roughly 97 to 161 kilometers) and up to 180 Nm (133 lb-ft) of torque. Payload tops out at 324 lbs (147 kilograms) on higher-spec models.

How Much Does It Cost?

The base TM-B will start at “under $4,000,” but the Launch Edition, available for order now, starts at $4,500 before options. That’s not a terrible price in this segment. No doubt, it’s aimed at people who are casually interested in two-wheeled travel. Hardcore cyclists will likely find it a bit lacking.

It may not replace a traditional bike, and it won’t appeal to every purist, but it does offer a refreshing reinterpretation of a form that’s been part of daily life for more than a century.

It’s becoming increasingly clear that China has taken a commanding lead in the global race for electric vehicle and battery innovation. With the U.S. Department of Energy (DOE) pulling back on major Biden-era grants, that gap could widen even further

In early October alone, the DOE canceled more than $700 million in awards meant to boost domestic battery and manufacturing projects. The timing and scale of these cancellations have sparked frustration across the industry and in Washington alike.

Behind the scenes, reports suggest this may only be the beginning Recently, a list of projects reportedly being targeted by the DOE has been circulating among lobbyists, indicating that as much as $20 billion in awards could be scrapped.

Included in that list, and recently confirmed by the DOE, were $700 million in grants awarded under the previous administration for battery makers Ascend Elements, American Battery Technology Co, Anovion, and ICL Specialty Products. There was also a grant for glass manufacturer LuxWall.

What’s Behind The Cancellations?

In a statement, DOE spokesperson Ben Dietderich said the projects “had missed milestones, and it was determined they did not adequately advance the nation’s energy needs, were not economically viable, and would not provide a positive return on investment of taxpayer dollars.”

Read: Washington Could Break Biden’s $1.1 Billion EV Promise To GM And Stellantis

As noted by Politico’s E&E, the cancellation of these grants impacts plans to build large factories in states including Missouri and Kentucky.

Of the $700 million in grants, $316 million was awarded to Ascend Elements to support manufacturing components from recycled EV batteries at a $1 billion plant in Kentucky.

Additionally, $57.7 million was bound for American Battery Technology to support the construction of a Nevada plant producing lithium hydroxide for batteries. Elsewhere, $117 million was awarded to Anovion to support the production of synthetic graphite for lithium-ion battery anodes.

Energy Secretary Chris Wright is believed to be spearheading many of the cancellations, noting that “If they’re not in the interest of the taxpayers, if they’re not a good expenditure of the money, you always have the ability to cancel these projects.”

Democrats Hit Back

Unsurprisingly, Democrats quickly voiced their opposition. In a strongly worded letter to Wright, 37 Democratic and independent senators accused the DOE of overstepping its authority.

“The illegality of your cancellations is the only thing as indisputable as the harm your cancellations will wreak,” the letter stated. Lawmakers argued that the department “must expend these funds and faithfully execute the law, including many programs that have strict requirements for the timing of fund expenditure, purposes, and contractual expectations.”

The elimination of the clean vehicle tax credit isn’t Tesla’s only problem as the automaker is recalling 12,963 EVs. The National Highway Traffic Safety Administration says they may be equipped with a battery pack contactor that can fail, causing a loss of drive power.

The issue impacts thousands of vehicles including the 2025 Model 3 and 2026 Model Y. However, only 1% of them are believed to have the defect.

More: EU Regulators Say Drivers Are Dying Inside Cars With Electric Door Handles

According to the safety recall report, the vehicles have a battery pack contactor with an InTiCa solenoid. The latter can “suddenly open” due to a poor coil termination connection, which can lead to a loss of propulsion.

This increases the risk of a collision and drivers won’t receive any warning prior to losing drive power.

Tesla launched an investigation in August, following multiple reports about vehicles that wouldn’t shift into drive from park. These were found to have a high coil resistance on the pack contactor, which caused Tesla to replace the component.

The company examined the contactors and eventually blamed them for causing the issue. While details are limited, Tesla is aware of 26 field reports and 36 warranty claims related to the issue. Thankfully, no accidents or injuries were reported.

To address the problem, customers will need to take their vehicle to a Tesla service center where technicians will replace the contactor with one that doesn’t include an InTiCa solenoid. Letters are scheduled to go out on December 9 and repairs will be performed free of charge.

Under the Biden administration, carmakers enjoyed four years of predictable policy and a clear push toward electrification. Since 2005, some form of tax credit has existed to reward buyers of low-emission vehicles. Then came January.

Donald Trump’s return to the Oval Office promptly threw a wrench into that setup, with his administration scrapping the EV tax credit, lifting penalties for exceeding emissions targets, and generally adopting an anti-EV posture that left automakers recalibrating overnight.

Now, car manufacturers are facing an uphill climb. Following the removal of the federal EV tax credit at the end of September, General Motors says it has already seen a “significant” decline in demand. Even so, the company expects things to settle into a more predictable rhythm soon enough, lbeit at a lower pitch than before.

Read: EV Tax Credit Loss Will Cost GM $1.6 Billion

“EV demand is going to be pretty choppy for the near future, we think, as we come out of the $7,500 and what we’ve already seen in October with some pretty significant pullback in demand,” GM chief financial officer Paul Jacobson said during a recent earnings call. “We do think that the EV market is going to stabilize from a supply standpoint.”

Jacobson added that emissions regulations had turned parts of the EV market into a clearance aisle, with some brands practically giving away electric cars just to rack up environmental credits.

“We had a number of competitors out there that really were selling EVs for whatever they could get for them because they really wanted to get the credits on the environmental side,” he said.

While he didn’t call anyone out by name, Jacobson was referring to the regulatory credits automakers could earn from selling EVs under the previous scheme. If they failed to bring about enough credits or didn’t purchase them from a brand like Tesla, they faced fines.

GM’s EV Future

Moving forward, GM appears confident in the future of EVs. Chief executive Mary Barra refers to them as the company’s “North Star” and said the company won’t “know what true EV demand is” until early next year.

Despite the uncertainty, GM doesn’t plan to discontinue any of its current models and will focus on reducing costs over the coming years. For example, it’s working on reducing complexity and commonizing parts across its dedicated EV platform.

“We’re [also] investing in new battery technologies, LMR (lithium manganese rich), that will allow us to take cost out of the vehicle in a significant fashion,” said Barra.

Electric motors may not look like much, as they’re mostly lumps of metal and wires, but the right one can transform how a n EV feels, just like the right set of boring-looking tires can. And Yasa’s new record-busting motor could revolutionize EV performance.

The UK-based firm, which is owned by Mercedes-Benz that plans to use these motors on its next-gen vehicles like the AMG super sedan, has shattered its own world record for power density, pushing output to an astonishing 59 kW (79 hp) per kilogram.

Don’t speak metric? That’s 35 hp (29 kW) per pound, and represents a big jump over the previous record of 26 hp (19 kW) per pound or 42 kW (56 hp) per kg set by Yasa earlier in the summer.

Related: The Baby AMG EV Just Got Real With Three Motors And A Secret Weapon

Small Motor, Massive Output

Specific output is one thing, but what about the total possible output? The new motor weighs a tiny 12.7 kg (28 lb) yet produces a short-term peak rating of 750 kW, or 1,006 hp (1,020 PS). That’s pretty amazing.

And though continuous output is said to be much lower it’s still big by conventional single-motor standards and achievable with a much smaller weight penalty. Yasa talks about a steady 350-400 kW (469-604 hp / 476-612 PS), and from one 28 lb motor, remember.

What’s even more exciting is this isn’t a theoretical computer model. Yasa says the record-breaker is a fully functional prototype generating power on the test bench right now, and built using scalable manufacturing technology and no exotic materials.

That’s critical, because it means this is technology that could one day find its way into production cars rather than staying locked away in a lab.

Founder and CTO Tim Woolmer called the achievement “a major validation” of Yasa’s next-generation axial-flux motor design, which differs from conventional radial units by using thinner, disc-shaped rotors that can deliver more torque and power for a given mass.

“This isn’t a concept on a screen,” Woolmer said. “It’s running, right now, on the dynos.”

Mercedes bought out Yasa in 2021 and will use the Oxfordshire company’s axial flux electric motor technology on its upcoming flagship super-sedan and SUV.

Every so often, an automaker decides to walk straight into the lion’s den. Chinese giant BYD is doing exactly that by taking on Japan in one of its most tightly held automotive arenas.

And it’s not with some brash performance car or luxury SUV, but with something much humbler, and far more symbolic: a kei car, the pint-sized machine that’s been a fixture of Japanese roads since the aftermath of World War II.

More: Nissan’s Tiny Kei Car Hides A Big Surprise Inside Its Boxy Little Body

The company has just released a teaser for its first-ever electric kei car, designed specifically for Japan’s uniquely regulated microcar segment. The tiny EV will debut, likely in production form, later this month at the Tokyo Motor Show.

Based on the side profile, BYD’s new city car embraces the classic Kei boxy proportions. This model has short overhangs, a tall roofline, and wheels at the extreme corners to help maximize cabin space.

Spy photos circulating on Chinese social media indicate that it’ll have sliding rear doors, further boosting its practicality. Inside, it features a floating digital gauge cluster, a larger infotainment screen, and double A-pillars for better visibility.

Early indications are that the mini BYD will have a 20 kWh battery with a range somewhere around 180 km (111 miles) (WLTC). It’ll likely have a heat pump for more comfort and efficiency, and should support up to 100 kW fast charging.

Why It Matters

By American standards, those figures might seem small, but they’re appropriate for this class and size of car in Japan. Pricing is expected to start around ¥2.5 million (approximately $17,000), putting it below rivals like the Nissan Sakura and Mitsubishi eK X EV when not accounting for incentives.

BYD has already sold a few thousand cars in Japan, but this is a very different foray. It’s a car built specifically for the Japanese market. Since the Kei segment is unique to Japan, it’s dominated by domestic products.

A foreign EV contender, particularly from China, represents a major strategic step. It might be akin to BYD introducing a Cadillac Escalade contender in America (tariffs be damned) for $40,000.

The new BYD will test consumer appetite for Chinese-made cars in Japan. It’ll also shed some light on how successful BYD’s global ambitions can be. We don’t expect to see this model in other markets, and it won’t even arrive in Japan until 2026. That all said, it’s a fascinating development. 

BYD isn’t content with simply selling affordable EVs and plug-in hybrids to the masses. Through its high-end Denza brand, the company is out to challenge Europe’s luxury carmakers, with vice president Stella Li even claiming its vehicles are “ten times better” than those from Porsche and BMW.

Read: BYD Boss Brags Z9 GT Is ‘Ten Times Better’ Than Premium Euro Rivals

Well, those words will soon be put to the ultimate test as Denza is preparing a new sports car targeting the likes of the upcoming Porsche 718 Electric and even the 911.

The upcoming model, known simply as the Z, has already been spotted at the Nürburgring, where a prototype of the all-electric coupe is undergoing testing. The question now is, what exactly can we expect from it?

Denza has been working on this sports model for quite some time, and earlier this year, unveiled it in concept guise. This prototype, despite the camouflage, looks virtually identical to the show car, which is a good thing.

It may not be the most beautiful two-door sports car on the market, but it definitely looks unique and should pack some serious performance.

Concept Car Looks

From a visual standpoint, the front end includes two large air intakes, a small central grille, and LED headlights. There’s also a prominent front splitter to aid in the aerodynamics, as well as a pair of small aero flaps below the bumper. Viewed from the side, the Z looks quite long and has Porsche RS-like louvers on the front wheel arches.

Baldauf

These spyshots also show it sitting on a set of sticky GitiSport GTR3 semi-slick tires, measuring a massive 325/30 at the rear and 275/35 at the front. Clearly, Denza is targeting top-notch performance, necessitating the use of semi-slick tires like these.

The rear of the car is the most intriguing. It features a massive fixed rear wing, a prominent diffuser housed within the bumper, and LED taillights.

What’s Underneath?

Many important technical details about the Z remain under wraps. Denza never specified what kind of powertrain the concept had, but local media speculates the production model will feature a triple-motor system.

The existing Z9 GT already uses this setup and delivers 952 hp. Some sources had suggested power for the Z would be capped at 536 hp, but we’d be surprised if Denza wanted its sleek estate to have more power than its first proper sports car.

If the Z has upwards of 900 hp, it’ll probably be able to hit 62 mph (100 km/h) in 3 seconds or less. But, as evidenced by it being tested at the Nurburgring, it won’t just be about straight-line performance. This prototype has a massive set of brakes and will also include Denza’s trick suspension system.

This setup will include a double-wishbone setup at the front with magnetorheological shocks that can change the damping force in 10ms. We have no doubt this will work wonders on a demanding circuit like the Nordschleife.

A Tech-Focused Cabin

The cabin of the Denza Z should be similar to the concept. That likely means a digital instrument cluster, a central infotainment screen, and a small display for the passenger. There will also be loads of plush Alcantara and leather to ensure it has a really premium feel.

Stephen Hancock

Jaguar is slowly recovering from a devastating cyberattack, but the company is looking forward to a brighter future. It’s inching closer as the production version of the Type 00 concept is scheduled to debut late this year.

Things are starting to get down to the wire and testing continues on the Nürburgring, where a slightly less camouflaged prototype was being put through its paces.

While the car is still heavily disguised, the latest pictures give us a more revealing look at the front air intakes. We can also see production headlights, which are significantly larger than those found on the concept.

More: This Is The Electric GT That Will Either Save Or Kill Jaguar

The rest of the design echoes previous prototypes, but spy photographers managed to snap some pictures with the liftback open. As you can see, the model will follow in the footsteps of the Polestar 4 and 5 by eschewing a rear window.

Baldauf

While that’s notable, it appears the packaging will be pretty terrible as there’s a relatively small opening and a tall sill. The latter is waist high on the man in the picture, which forces him to lean in and bend over to access things.

Needless to say, the experience doesn’t exactly look ultra-luxurious or female-friendly. Short people could also have a difficult time accessing items stored in back.

The automaker hasn’t said much about the car lately, but the company has previously said the “electric four door GT” will ride on the new Jaguar Electrical Architecture.

The model is also slated to have a range of up to 430 miles (692 km) as well as a fast charging capability that can deliver 200 miles (322 km) in as little as 15 minutes.

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General Motors has ended production of their slow-selling BrightDrop vans. The models were made at CAMI Assembly in Ingersoll, Ontario and the company said the “commercial electric delivery van market developed much slower than expected.”

The automaker began producing the vans in late 2022, but the launch was a mess as BrightDrop was its own brand and had a tiny dealership network.

BrightDrop vans were eventually folded into Chevrolet last year, which promised to significantly expand sales beyond seven locations in the United States.

More: BrightDrop Becomes Part Of Chevrolet

Things didn’t pan out and unsold vehicles started piling up. GM recently offloaded 59 vans by donating them to the American Red Cross, but that was a drop in the bucket and the company paused production earlier this year.

Production was originally supposed to resume in May, before stopping again to allow for retooling for the 2026 model year. While production did briefly resume in May, BrightDrop is now dead and there will be no 2026 models.

GM blamed the move on a variety of factors including slow sales, a changing regulatory environment, and the elimination of tax credits in the United States.

They added the axing was part of “broader adjustments” being made to electric vehicle capacity in North America.

Needless to say, blue collar employees are getting the shaft for GM’s bad bet on EVs. In this case, the company said “hourly employees will receive six months of salary and the potential for lump sum payments and other benefits.” Furthermore, CAMI Assembly will be “assessed for future opportunities.”

The Unifor union was outraged and claimed the decision was the result of the Trump administration’s “dangerous and destabilizing auto policies.” Of course, that’s glossing over the fact that sales have been terrible for years.

However, this didn’t stop Unifor National President Lana Payne from saying, “The reality is that CAMI was hit from both directions by Trump as he aggressively acted to undo EV supports and hit Canadian auto assembly plants with a 25% tariff. Now more than 1,000 workers and their families are paying the price for Trump’s political interference and GM’s failure to hold the line.”

Other union officials said GM “abandoned” their employees, who “deserve a future at CAMI – not a dead end.” The anger is being further flamed by the decision to eliminate a shift at Oshawa Assembly in January, “heightening concerns about GM’s long-term manufacturing footprint in Canada.”

Given these developments, Unifor said they will meet with GM and the Canadian government to immediately “press for a new product mandate and ensure CAMI remains a pillar of Canadian auto production.”

GM Canada President Kristian Aquilina said, “The decision to end production of the BrightDrop electric delivery van is driven by market demand and in no way reflects the commitment and skill of our workforce at CAMI.” He added, “This continues to be an uncertain time for our workforce at CAMI, and we are committed to working closely with our employees, Unifor, and the Canadian and Ontario governments as we evaluate next steps for the future of CAMI.”

Volkswagen’s ID. Buzz was supposed to usher in an entirely new vibe for the brand. It leaned heavily on nostalgia, it came with outstanding packaging, and it drives better than it has any right to.

At the same time, it has less range than almost any other EV, and it’s so expensive that only wealthy people can afford it. Now, a new report says that VW isn’t just slowing production of the van but is halting it altogether. We’re not exactly shocked.

From October 20 through 24, Volkswagen will pause production of the ID. Buzz and its Multivan sibling at its Hanover, Germany, plant, according to Autonews.

The company told Germany’s DPA news agency that the move will allow it to “flexibly adapt production processes to changed market conditions.” In plain English: sales aren’t meeting expectations.

More: VW Denies Halting ID. Buzz Exports To US Over Tariffs

When the ID. Buzz was launched, VW claimed the Hanover factory could build up to 130,000 units annually, but reality never got close. The model managed around 30,000 global sales in each of the last two years.

Clearly, those totals fall well short of those early ambitions. Meanwhile, European EV demand has softened, Chinese competition is surging, and VW is trimming costs and hours across its German plants.

Priced Out Of Its Own Market?

Part of the problem is self-inflicted. The ID. Buzz starts at roughly $61,500 in the U.S., more than many three-row SUVs, and even higher trims crest past $70K.

That’s a far cry from the spirit of the original Microbus, which became iconic precisely because anyone could afford one. By aiming high, VW built a great electric van that few can justify buying.

The automaker says it’s stepping up marketing and incentives to boost interest in its light commercial lineup, but the challenge is steep. New rivals like the Kia PV5, which promises similar space, more range, and a lower price tag, are waiting in the wings.

Credit: Stephen Rivers

Between tariffs, inflation, and the elimination of the clean vehicle tax credit, going electric isn’t cheap. Michigan is now piling on with additional fees to help pay for road funding, as a massive tax on marijuana wasn’t enough.

The details are pretty convoluted, but MLive reports that Michigan recently decided to eliminate the sales tax on gas and introduce an increased fuel tax.

The increase is the same as the one that was removed, so they essentially cancel each other out. That’s a roundabout move, but it will result in more money going towards repairing Michigan roads.

More: Some States Give Up To $9,000 To Buy An EV, Others Charge You Hundreds

However, there are other implications as the publication noted “state law requires an increase of $5 to the EV registration fee, and an increase of $2.50 to a [plug-in] hybrid vehicle registration, per 1 cent raise of the state’s gas tax.”

So while drivers of traditional gas-powered vehicles pay the same, eco-friendly vehicles get hammered by higher fees.

This reportedly means registering an EV will now cost Michigan drivers an extra $100 annually, which brings the fee to $260, on top of regular registration costs. Likewise, the fee for electric trucks will presumably increase to $360.

Michigan Energy Innovation Business Council policy principal Sophia Schuster told the publication, “By raising EV fees to the highest in the country, the state is discouraging adoption and signaling to automakers that Michigan is not serious about leading in transportation electrification.”

The organization noted that before fees were increased, Michigan EV drivers were already paying around $20 more in state taxes than people with ICE-powered vehicles.

They also pointed out EVs are typically driven 4,500 miles (7,242 km) less annually than ICE vehicles, so owners are “paying more for roads they use less.”

Help could be on the way as there’s a proposal to significantly lower fees for plug-in hybrids and EVs. Of course, only time will tell if these changes are adopted.

The auto industry has entered a new phase, one where old hierarchies no longer guarantee dominance. Long gone are the times when legacy automakers could dismiss emerging new rivals from China.

Read: GM Quietly Plots A Family Of Low-Cost EVs After New Bolt

Now, a company like General Motors knows it needs to move faster and think sharper to keep pace with China’s electric vehicle powerhouses. According to its president, that means building new models at a speed that would once have seemed impossible.

On average, a new model from a Chinese EV brand has a typical development cycle of between 22 and 28 months, far quicker than the 32–48-month average for western automakers. GM president Mark Reuss knows the speed of its new competitors is something they need to match.

How Fast Is Fast Enough?

“I would say we can learn a lot from the speed,” he told InsideEVs during a recent podcast. “I don’t think that copying each other and trying to price each other out of the market is necessarily a great thing.”

Reuss noted that Chinese brands often use the same base of suppliers and can quickly adopt innovations, helping to speed up development times. However, he acknowledged that it can be difficult for these carmakers to make money unless they also sell batteries.

“They benchmark the heck out of each other, and then they will copy it and put it into production, so it’s a very rapid cycle because of that,” he said. “There are a lot of companies that come and go, and they come and go often. Unless you’re selling batteries, it’s a pretty tough financial deal to make money over there.”

GM is far from the only car manufacturer that needs to speed up development times. Last month, Audi said it was going “China speed” with the development of the next-generation TT, aiming to launch it just 30 months after the project was approved

Less than two weeks later, BMW raised the stakes, claiming that even Chinese firms can’t match its momentum as it develops the Neue Klasse vehicles. The Bavarian company has pledged to roll out 40 new and updated models within the next two years, signaling again that the global race for speed in electric vehicle development is very much underway

BYD’s rise in Australia has been swift, its local debut with the Atto 3 only a couple of years behind it. Since then, the brand has expanded into a full lineup that now includes the Shark 6 among several others, with more launches still to come this year.

Review: BYD Sealion 7 Performance Could Be Tesla’s Worst Nightmare

However, recent events suggest the momentum may be getting ahead of itself. That’s because BYD has reportedly been caught storing vehicles illegally at a New South Wales water park.

Where Are All These Cars Coming From?

More than 1,600 BYD vehicles have been sitting in parking lots at Jamberoo Action Park, about 90 minutes south of Sydney.

The water park, closed during the winter, is reopening this week as the local summer approaches, yet its carparks have quietly been filling up with BYD models, including the Shark 6, Sealion 6, Sealion 7, and Seal.

While it’s not unusual for carmakers or dealerships to store excess inventory, the scale of BYD’s operation is unusual. Also unusual was that it didn’t actually receive any council approval before it started trucking vehicles arriving from the nearby Port Kembla shipping terminal to the water park.

Also: Tesla Dumping Unsold Cybertrucks At Mall Parking Lot And The City’s Fed Up

The local Kiama Council has been aware of the growing number of BYD vehicles being stored at the facility for two to three months. While the property is privately owned, the car park can’t be used for purposes “not associated with the recreation facility,” local media reports.

It’s understood that the owners lodged a Development Action (DA) with the council in early September, wanting to turn the carpark into a storage facility.

However, the council is continuing to review this application, and recently issued the property owner a warning to stop using the land for car storage.

“Council is working with the owners of Jamberoo Action Park to ensure the site is only operated for authorised uses,” a spokesperson confirmed.

BYD itself has stated that its New South Wales storage operations are handled by a third-party logistics partner, though it has yet to identify who that partner is.

It’s a bad look for the car manufacturer and comes at a time when it is facing growing competition from other Chinese brands. This year, its local sales have been outpaced by those of GWM.

Photos BYD

Porsche may be scaling back its goal of making 80 percent of its lineup electric by 2030, but it’s hardly abandoning the charge. Instead, the brand is instead refining its approach, making sure its EV range mirrors the diversity of its combustion models, borrowing some of those familiar gas-era badges for the transition.

More: Porsche’s Hottest Ever Sedan Thinks It’s A GT3 RS

Now, after the base Macan Electric, the 4, the 4S, and the Turbo, it’s the GTS’s turn to join the grid. True to form, the GTS carries a more driver-focused brief, mixing sharper handling and distinct visual cues while sitting just beneath the Turbo in outright power.

What Sets It Apart?

From the outside, the GTS takes its front bumper from the Turbo, then adds black trim to the lower intakes and matching accents around the side inlets, complemented by tinted LED Matrix headlights.

A subtle set of updates follows: sharper side skirts, a bespoke rear diffuser, and a lip extension on the active rear spoiler, all finished in black.

The SUV stands on 21-inch Anthracite Gray alloys, with 22-inch RS Spyder Design wheels available for those who prefer more presence. Porsche’s paint catalog includes 15 standard and optional hues, among them Chalk, Carmine Red, and Lugano Blue, plus an additional 60 shades through Porsche Exclusive Manufaktur.

The more aggressive front and rear fascias of the GTS are part of the Sport Design Package that will become available in all trims of the Macan Electric starting summer 2026. Even so, those versions will not get the GTS-specific contrasting black accents.

Inside, the cabin is upholstered in Race-Tex and black leather. Furthermore, buyers have the option to match the interior stitching to the exterior color if they chose one of the Carmine Red, Slate Gray Neo, and Lugano Blue shades. Finally, the GTS logo is present on the steering wheel, the adaptive 18-way Sport Seats, and the graphics of the digital cockpit.

More: Porsche 718 Cayman EV Lets The Fake-911 Mask Slip

As with all 2026 MY versions of the Macan Electric, the GTS benefits from a bunch of upgrades including a digital key, new Park Assist functions, an AI-assisted Voice Pilot, improved in-car gaming options, and an increased towing capacity of 5,500 pounds (2,495 kg).

How Fast Is It?

In terms of power, the GTS slots right between the 4S and the Turbo trims of the Macan Electric. The dual-motor setup produces 509 hp (380 kW / 517 PS) in standard form and up to 563 hp (420 kW / 571 PS) with 704 ft-lbs (955 Nm) of torque in Overboost mode. This output comes from sharing the Turbo’s rear electric motor and transmission ratio.

With Launch Control engaged, 0–100 km/h (0–62 mph) arrives in 3.6 seconds, just half a second behind the Turbo. Top speed reaches 155 mph (250 km/h). Porsche says the electric GTS can cover a quarter mile in 12 seconds flat, trailing the Turbo by six-tenths.

Porsche

Rear wheel steering remains optional, but the GTS comes standard with a limited slip differential at the rear, the Sport Chrono Package, and the Porsche Torque Vectoring Plus system.

More importantly, the GTS’s air suspension receives its own calibration, with distinct damper and roll bar tuning and a lower stance. It also introduces two exclusive sound profiles tied to the Sport and Sport Plus drive modes.

More: Angry Owners Sue Porsche For Something That Isn’t About The Cars

As with the rest of the lineup, the SUV gets a 100 kWh battery pack and can complete a 10-80% charge in 21 minutes when connected to a “fast” station. Furthermore, the Taycan-sourced Track Endurance Mode cools down the battery, allowing “noticeably” longer spirited drives.

Pricing And Availability

The 2026 Macan GTS Electric is open for orders now, with first deliveries slated for spring. Pricing starts at $103,000, or around $6,500 less than the range-topping Turbo Electric, yet nearly $10,000 more than the gas-powered Macan GTS.

The Ford Mustang has a long history of offering California special editions and we can add one more to that list. The latest is based on the electric 2026 Mustang Mach-E GT and will go up for order on October 22.

Sporting a subtle makeover, the California Special is distinguished by an illuminated Rave Blue pony emblem as well as special 20-inch wheels with a carbonized gray and black finish.

They’re joined by special badging as well as a hood graphic inspired by the California coastline. The latter is dark and dull, but Ford exterior designer Stefan Taylor said it has “radiating sunset lines in layered gray, black, and a blue accent representing the ocean.”

Review: Ford’s Electric Pony Car Gets Better With Age

The upgrades extend to the cabin, which has performance seats wrapped in Navy Pier ActiveX upholstery as well as a Miko material. The navy color can also be found on the steering wheel and center console, with the latter sporting “GT/CS” badging.

Elsewhere, there are special floor mats with blue and silver stitching that matches the design found on the seats.

Since the special edition is based on the Mustang Mach-E GT, it features a 91 kWh battery pack as well as a dual motor all-wheel drive system producing 480 hp (358 kW / 487 PS) and 600 lb-ft (813 Nm) of torque.

This setup enables the model to accelerate from 0-60 mph (0-96 km/h) in 3.8 seconds and travel up to 280 miles (451 km) on a single charge.

While the upgrades are minor, the price tag isn’t as the California Special package costs $2,495. That means customers will need to shell out at least $55,890 before factoring in the destination fee.

Electric cars have a lot of negative myths that swirl around about them but they often carry a kernel of truth. While there are potential risks around charging, it’s rare that they pop up in reality.

More: There Are More Public Charging Stations Than Ever, But That’s Still Not Enough, Study Finds

Yet, every so often, one of those outliers surfaces, and in this case, it happened in Canada, where a charging adapter was destroyed by a short circuit, and it was all caught on camera.

A Tesla driver was trying to charge his car at a non-Tesla commercial charging station in British Columbia. To do so, he used an A2Z adapter that allows the charging station to plug into the car.

What Actually Happened?

When he plugged the charger with the adapter connected to it into the Tesla, there was an arc flash explosion. Thankfully, the man was a few feet away from the connection when the explosion happened.

While he experienced minor scrapes and abrasions, the man escaped serious injury. His spouse, sitting in the front passenger seat, was unharmed. An investigation into the incident found that the charging adapter and the charger itself had issues that led to the explosion.

More: Chinese EV’s Fire Fix Shoots Battery Into Traffic And Makes It Their Problem

The adapter wasn’t certified for use in Canada because the standards hadn’t been created yet when the unit went on sale. In addition, the charger itself sent “abnormal voltage,” into the adapter. When that happened, the arc explosion took place and blew the adapter into multiple pieces.

Lessons From a Flash

Bob Porter, of the Vancouver Electric Vehicle Association told the Vancouver Sun that “There are risks with third-party things if they aren’t approved. They haven’t been tested for safety. You don’t jerk around with electricity.”

The Tesla owner mentioned that he’d used the same setup for two years without issue, which makes the event a reminder that even supposedly reliable gear can fail suddenly if it hasn’t been certified or tested under the right standards.

This clearly isn’t a major issue across the industry, but it’s a good reminder that when things go wrong, they can go seriously wrong in the blink of an eye.

Photos Technical Safety BC

Dodge was confident that the all-electric Charger Daytona would spark a new era for muscle cars, but the reality has been far less electrifying. Reality, however, has been less kind. Reception has been lukewarm at best, and increasingly troubled as early issues begin to surface.

Not only has Dodge already dropped the base R/T models, but a growing number of drivers are now voicing concerns about serious faults with the car.

Read: Charger Daytona Owner Says His New Car Is ‘Practically Useless’ After Endless Problems

One owner describes the new Charger Daytona as a car that “drives and performs phenomenally,” but only when it works. And, it seems it doesn’t work as it should much of the time. Among the most troubling issues is inconsistent charging performance.

What’s Wrong With Charging?

Writing on Reddit, the driver explains that they’ve never managed to charge the vehicle reliably at public stations. Sessions frequently stall, forcing them to unplug and reconnect every 5 to 10 percent, which is understandably maddening.

At one charging station, he said he had to trick the app into thinking his Charger was a Cadillac Lyriq just to get the session started. He also mentioned that the home charger included with the purchase has yet to arrive.

There’s also an issue with the rear seat, as we’ve reported previously. When you pull forward the front seat to allow a rear-seat passenger to get out, the front seat will slowly slide forward before automatically sliding backward, potentially pinching someone trying to climb out from the rear.

Terrifying Brakes

The “last straw” was a fault they experienced with the brakes. While stopped outside a store, the brake pedal was pressed firmly to the floor, yet the car attempted to surge forward several times

Moments later, the dashboard lit up with multiple warning lights, traction control switched off on its own, and the Daytona eventually shut down completely. It stayed that way for several minutes before it would restart.

More: Only A Dodge Charger EV Could Get Ticketed For A Loud Exhaust

Stellantis hasn’t been much help, according to the poster. The company denied a buy-back request but did agree to cover a rental while the Charger is being repaired. Unfortunately, the allowance is capped at $60 a day, while the least expensive rental available costs $80.

“I’m at a loss with options, and I just want to warn anyone considering purchasing or leasing this vehicle,” they added. “I unfortunately went the purchase route since I drive so many miles a year.”

Given the extent of these problems, his best option may now be to pursue legal help under lemon laws to force a buy-back.

BUYER BEWARE: Dodge Charger Daytona – Numerous Issues – Lack of Support.
byu/hobobumpkins inDodge

The big selling point for Slate Auto’s electric pickup truck was always going to be its price, promising to start at under $20,000 in the United States. However, the removal of the federal EV tax credit has forced Slate to jack up the truck’s estimated starting price, and it may also be shockingly expensive to lease, considering how few features you get.

While the company has yet to confirm a final price for the model, Cars Direct speculates that it could cost upwards of $500 per month. The outlet has come to this conclusion by estimating a $27,500 price tag, which, over a typical 36-month lease with no money down, could work out to be $468.

Read: Slate’s Affordable Electric Truck Just Got A Whole Lot More Expensive

Add in the first month’s payment and an estimated acquisition fee of $700, and this will effectively jump to near $500 per month, before taxes and fees. Had the EV tax credit still been around, the equivalent price would drop to $341 a month, a hefty difference of $127.

However, it’s worth noting that actual lease prices for the truck may be different. The publication based its estimate on a money factor of 0.00292 or 7 percent APR and assumes a residual value of 55 percent.

This or a Ford Maverick?

If Slate Auto wants the back-to-basics EV to be successful, it’ll have to convince many shoppers to buy it instead of a Ford Maverick. It’s currently possible to lease a 2025 Maverick XLT AWD with the EcoBoost engine for as little as $289 per month over 36 months with $3,709 due at signing.

Admittedly, leasing a hybrid version of the Maverick is more expensive. Depending on location, the hybrid Mavericks generally start at around the $430 per month mark, and that usually doesn’t account for a hefty $3,000+ payment due at signing, bringing effective monthly payments to over $500.

Sources: CarsDirect

You’d expect Germany’s own automakers to dominate the German Car of the Year (GCOTY) awards and not necessarily because the judges are partisan. BMW, VW and Mercedes cars work well on German roads because they’re developed both for them and on them.

It’s a home-field advantage that usually shows. Yet like a WWII GI cutting in on a beaten German soldier’s dance to steal his girl, two American cars have just walked away with major wins in the 2026 competition.

Related: Cadillac Confirms New Gas-Powered Sedan

The awards, which group contenders into five categories, including Budget, Compact, Premium, Luxury and Performance, are voted on by a panel of 40 German and international motor journalists. While the overall winner won’t be revealed until November 17, we already know the victors in each category.

American Upset

The Lucid Air Sapphire, America’s electric interpretation of a luxurious hyper-sedan, took home the crown in the Performance segment. That’s hardly a shock once you’ve looked at its numbers.

With 1,234 hp (1,251 PS / 920 kW) and an ability to break 2 seconds to 60 mph (97 kmh; with rollout) the Sapphire is like a four-seat physics experiment. One that makes German heavy-hitters like the BMW M5 and Porsche Taycan Turbo GT look slow.

Meanwhile, over in the Luxury category, Cadillac’s 615 hp (624 PS / 459 kW) Vistiq took top honors. Cadillac only recently returned to Europe, but the sleek Vistiq is proof that Cadillac’s EV push isn’t just resonating in the States.

And this isn’t the first time GCOTY judges have had their heads turned by a Caddy. This year’s Luxury win follows last year’s success for the Cadillac Lyriq, which won the same class, but was beaten to the overall GCOTY title by the BMW 5-series and i5. Maybe the Vistiq can do better.

To take outright gold, Cadillac’s three-row EV will have to beat not only the Air, but three strong European and Asian entries. Dacia’s Bigster is the 2026 GCOTY Budget Car of the Year, the electric Skoda Elroq scooped the Compact award and Hyundai’s Ioniq 9 was named best Premium car.

Changing Currents

In case you hadn’t noticed, that means four out of the five class winners are EVs, and it’s that shift to electric power that has helped American cars up their relevance game in Europe.

Perhaps most telling of all, not a single German brand made the winners’ list this year, with the nearest contender being Skoda, a Czech marque under the VW Group umbrella.