Mercedes is issuing a third fire-related recall for the EQB.
A previous software fix didn’t work and fires continued.
The automaker will replace batteries in thousands of EVs.
Another day, another fire-related recall involving an electric vehicle. This has become a common occurrence, but the déjà vu goes much deeper as Mercedes is recalling the EQB for a third time.
The latest campaign is known as 26V073 and it replaces two recalls from last year that involved 7,531 vehicles. Unfortunately for owners, crossovers that were previously ‘repaired’ under those recalls will need to get the new fix.
According to the government, 11,895 EQBs from the 2022-2024 model years have a battery that may fail internally. If this happens, the vehicle could catch on fire while parked or being driven.
Software Fix Under Question
While there’s a lot of back story, the initial recalls were sparked by a series of thermal events. The company tried to address the problem with a software update, but two crossovers that received the upgrade caught on fire late last year.
This kicked off an investigation, which eventually determined the effectiveness of the software update to reduce fire risks could not be “fully confirmed.” As a result, Mercedes decided to conduct a new recall that will see thousands of batteries replaced.
The batteries were supplied by China’s Farasis Energy and the National Highway Traffic Safety Administration said they could experience an internal short circuit of a battery cell. This is being blamed on deviations in the production process, which resulted in batteries that are “considered to be less robust against different stress factors potentially occurring during the life of the vehicle.”
What Should Owners Do Now?
Since a high state-of-charge appears to be a factor, owners are being advised to limit battery charging to a maximum of 80 percent. They should also park outside and away from structures until the battery is replaced. Unfortunately, that’s easier said than done as a final remedy isn’t available at this point.
That’s bad news for owners, but notification letters will go out later this month. When replacement batteries are available, a second letter will be sent out. This impacts the 2022-2024 EQB 300 4MATIC, 2022-2024 EQB 350 4MATIC, and the 2023-2024 EQB 250+.
Camouflaged Jeep Avenger prototype spotted in winter testing.
The subcompact is due for a facelift in 2027, four years after launch.
Production of the SUV expands to Brazil with a localized version
The Jeep Avenger might still seem fresh to many drivers, but Stellantis isn’t waiting around. Just a few years after its 2023 debut, the small SUV is already heading for a mid-cycle refresh. The updated model is expected to arrive in early 2027, and now, we’re getting our first look.
Caught during cold-weather testing in Europe, a camouflaged prototype hints at what Jeep may be changing on its smallest offering.
The development vehicle wears a full wrap with Jeep-branded graphics, doing its best to hide the details. But through a few narrow openings, the split LED headlights and cooling intakes seem to be in exactly the same spots as before. One noticeable adjustment, though: the fog lights have shifted slightly lower in the front bumper.
Baldauf
The sculpted profile of the Avenger will most likely be carried over from the current version. Still, the plastic cladding might get a mild revision, and we’re expecting some new alloy wheel designs and exterior colors to freshen things up.
At the back, the prototype doesn’t seem to wear any redesigned panels, although this could change as we move closer to the launch date. The single tailpipe suggests that the turbo 1.2-liter three-cylinder gasoline engine lies under the hood, either in non-electrified or mild-hybrid forms.
What To Expect Inside
Our spy photographers managed to get a glimpse inside the cabin, though Stellantis engineers didn’t make it easy. Everything from the dashboard to the door panels and seats was concealed beneath vinyl. The SUV still appears to feature the free-standing infotainment display, positioned separately from the digital instrument cluster. Even so, the effort to hide it all suggests that changes are coming.
It remains to be seen whether Jeep will add softer materials instead of the hard plastics of the current model, at least on the main touchpoints. We also expect that equipment will be updated with the latest connectivity and safety tech from the Stellantis parts bin.
As for the mechanical side, it’s too early for specifics, but there’s no sign of a major overhaul. The current Avenger offers internal combustion, mild-hybrid, and fully electric options, and that lineup will likely continue. An all-wheel-drive variant is already available through the mild-hybrid 4xe trim, and that setup should carry over.
The Avenger rides on Stellantis’s updated CMP/eCMP platform, shared with several other models including the Alfa Romeo Junior and Fiat 600. It also underpins the Lancia Ypsilon, Opel Corsa and Mokka, Peugeot 208 and 2008, and DS3. That shared DNA means many of the same components and configurations are likely to remain in play for the refresh.
Baldauf
We’ll keep watching the test fleet as Jeep continues development. With any luck, the next round of spy shots will reveal more by shedding some of the camouflage.
Outside of Europe, the smallest Jeep is getting ready for a wider rollout. Production will soon begin in Brazil, where the Avenger will be offered with region-specific updates. In fact, this camouflaged prototype might not just preview a facelift for Europe, it could also be part of the testing program for a localized South American version with its own powertrain changes.
Volvo’s SPA3 platform debuts with the new EX60 electric SUV.
Battery cells can now be mounted outside the wheelbase zone.
Platform lets Volvo build sleeker EVs without crossover height.
Like so many other car manufacturers, Volvo’s line-up is becoming increasingly dominated by crossovers and high-riding SUVs, but there’s hope for those who like sedans and estates. According to the Swedish carmaker, the new SPA3 platform for the EX60 offers the flexibility to support low-slung vehicles.
The new underpinnings, which debut in the EX60, have been created in such a way that battery capacity doesn’t determine the height of the vehicle. This is an important distinguishing point between it and the EX90 and ES90’s SPA2 platform, which is an adapted version of the combustion platform.
In an interview with Autocar, Volvo’s chief technology officer Anders Bell explained that SPA3 enables future EVs to stay closer in width and height to their combustion counterparts. Without having to stretch dimensions just to fit large battery packs, the platform avoids compromising interior space.
Bell added that over 7 kWh of battery capacity can be shifted ahead of the front wheels, opening up more possibilities for weight distribution and design flexibility.
That flexibility comes from a clean-sheet rethink of the platform’s fundamentals. “We can make [cars] high. We can make them low,” said Bell. “It’s all in scalability, and this is unlocked by removing the combustion engine, the exhaust, fuel tanks and everything from the equation, and finding new ways to build up the bone structure and the scalability of the platform.”
Whereas adapted combustion platforms force battery packs to sit entirely between the axles, SPA3 gives designers more room to work with. Cells can now be placed ahead of the scuttle, using more of the floorpan without compromising crash safety or vehicle dynamics.
This means that “in a lower car, you can depopulate cells in the rear footwell, because this is actually what sets the lowest height of a car: the rear-seat passenger.” He noted that many current EVs based on ICE platforms look like baby SUVs because the cars must be raised to accommodate a flat battery pack between the wheels.
By pushing modules ahead of the windscreen, Volvo also creates space for what Bell calls “foot garages.” Similar to those found in the Porsche Taycan and Audi E-tron GT, these recessed floor sections allow for lower seating positions. The result is an EV interior that feels more like a traditional car, with lower rooflines and more natural driving ergonomics.
According to Bell, the new architecture gives Volvo the option to build just about anything it wants. “We can do low. We can do sleek. We can do high. We can do MPVs… It’s all in the cookbook. What we choose to do, however, is a different story.”
While Volvo wouldn’t reveal what kind of low-slung cars it might have in the works, Bell reiterated it can now go “very low, like proper low,” adding “you can achieve this fantastic bandwidth so we can make super-sleek cars, like there’s no battery pack that affects the height of the roof.”
In theory, this could mean electric versions of sedans like the S60 or S90 could be possible, as well as estates like a new V60 and V90. Such models could look a whole lot more appealing than the ES90, which is Volvo’s current closest car to an electric sedan, but actually sits as high as a crossover because of the ICE-derived underpinnings.
Ford’s Model e division lost $4.48 billion again last year.
Total EV losses now exceed $16 billion in just four years.
Breakeven for Model e may not arrive until 2029.
Ford has never been shy about making big, attention-grabbing bets. Sometimes they pay off, sometimes they don’t. In early 2022, the company announced it was splitting its automaking operations into two distinct branches: Ford Blue, handling traditional combustion vehicles, and Ford Model e, dedicated to EVs. At the time, it sounded like a smart move, especially with EV demand climbing fast.
That optimism, however, hasn’t quite paid off. Fast forward four years, and Ford’s huge investments in EVs have come back to bite it. In its latest financial results, the automaker disclosed that the Model e division posted a staggering $4.48 billion loss in 2025. Worse, those losses are expected to continue mounting, even after canceling several planned EV projects.
Earlier this week, Ford revealed its electric car business will likely lose between $4 billion and $4.5 billion this year, and will continue to lose money through at least 2027 and 2028.
Speaking on a conference call following the earnings report, Ford CFO Sherry House stated the company is not aiming for a breakeven point for the Model e brand until “around 2029.”
Tallying The Fallout
In the four years since the Model e division was established, Ford lost more than $16 billion. That’s an extraordinary amount of money, particularly when you consider that the only electric cars it currently sells in its home market are the Mustang Mach-E and E-Transit, following the early demise of the F-150 Lightning.
Combustion Still Carries The Load
According to The New York Times, Ford’s losses in electric vehicles were offset last year by stronger performance from its combustion-powered lineup and commercial vehicle sales. Those segments generated enough revenue to support an adjusted earnings total of $6.8 billion before interest and taxes. Ford expects those numbers to climb in 2026, projecting earnings between $8 billion and $10 billion.
One of the earliest signs of Ford backtracking on EVs came last year when it confirmed production of the F-150 Lightning had been halted indefinitely.
Still, there’s a sliver of hope for those holding out for an electrified truck. The next-generation F-150 Lightning is in the works and will feature a range-extending powertrain that combines electric drive with a combustion engine backup, offering over 700 miles of combined range.
A handful of tech YouTubers recently got hands-on with the Rivian R2.
Like many other new EVs, Rivian is using electronic door handles.
Prices for the new mid-size R2 are expected to start at around $45,000.
After a string of high-profile crashes in the US and overseas, automakers are facing increased scrutiny over something as basic as door handle design. Once a simple mechanical feature, door handles have become unnecessarily complicated with the rise of electronic systems.
Companies like Tesla and Rivian are facing significant criticism for where they’ve located the emergency interior mechanical door releases if electronic issues prevent the buttons from working. Rivian’s solution for second-row passengers is particularly bad in the R1T and R1S, as they need to remove a large black plastic panel and then reach in to pull a cable to release the door.
Is the upcoming Rivian R2 any better? Not really. A handful of tech YouTubers recently had the chance to check out pre-production versions of the R2, and JerryRigEverything has provided us with our first look at the R2’s mechanical latches.
The latch in the front row is quite simple. Positioned on the underside of the floating storage compartment is a little black plastic handle used to open the doors in emergencies. It’s similar to what’s found in the R1T and R1S, although the emergency releases on those models are larger and easier to identify.
Then there’s the rear. The release is in the same position as the one up front, but bizarrely, passengers have to remove a small plastic cover and then pull a cord, just like they do in the R1 models. The only upside is that the placement has changed slightly for the better.
If you have to give your backseat passengers a tutorial on something as basic as opening the doors in an emergency, the design isn’t clever, it’s flawed. Why Rivian didn’t just carry over the simpler front-door setup is anyone’s guess, but it comes across as needless complexity at best, or cost-cutting by reusing the same flawed design at worst.
Is An Update Happening?
There had been some talk of changes. Rivian was reportedly reworking the R2’s emergency releases in response to incidents involving drivers trapped in burning Teslas. But based on this early look, it doesn’t seem like any major improvement has been made compared to the R1 models.
Although, as this example was a pre-production model, it’s possible that things will be changed for production. Or at least, that’s what we hope.
Rivian isn’t alone here. Beyond Tesla, unsurprisingly the poster child for controversial design choices, even Ford has run into trouble with the Mustang Mach-E’s door latches.
And it’s not just the inside of the car that’s raising concerns. Exterior pop-out door handles have created so much controversy that China has decided to ban them on all electric vehicles starting in 2027.
Honda reveals production Super-One ahead of its Japan launch.
Electric hot hatch gets wide arches, power boost, and fake noise.
UK, Europe, and Asia-Pacific markets confirmed for release.
Forget the clinical efficiency and silent hum of modern EVs. Honda has other ideas. The brand is channeling some of its spikiest ’80s spirit into the electric era, drawing a direct line from the analog madness of the City Turbo II to its latest pint-sized experiment.
After showing off a prototype at the Japan Mobility Show, Honda has pulled the curtain back on the production-ready Super-One via a new teaser site ahead of its domestic launch.
The Super-One isn’t just a slightly jazzed-up N-One e:. It’s a city-sized hot hatch, with a wider stance, upgraded chassis, and an electric powertrain that tries to evoke the grit of a gasoline engine with synthesized sounds. Honda says it’s a spiritual successor to the City Turbo II Bulldog from the 1980s.
Widebody Pocket Rocket
Visually, the Super-One stands out with reshaped bumpers featuring functional air ducts, distinctive “blister fenders” along the sides, and a roof spoiler. It also rides on a new set of 15-inch alloy wheels finished in matte Berlina Black with a machined face, paired with wider Yokohama tires.
In terms of size, the Super-One comes in at 3,589 mm (141.3 inches) long, 1,573 mm (61.9 inches) wide, and 1,616 mm (63.6 inches) tall. That makes it 194 mm (7.6 inches) longer, 98 mm (3.8 inches) wider, and 71 mm (2.8 inches) taller than the standard N-One e:, though it retains the same 2,520 mm (99.2-inch) wheelbase.
Honda has introduced a new color called Boost Violet Pearl, inspired by lightning and offered exclusively on the Super-One. Other available finishes include Platinum White Pearl, Crystal Black Pearl, Citron Yellow Pearl, and Mono Gray, each offered in both monotone and bi-tone combinations.
What About The Interior?
Inside, the dashboard layout is mostly carried over from the N-One e:, but the Super-One adds its own touches with reshaped seats featuring heavier bolsters, purple accents, and custom graphics for the 7-inch digital instrument cluster. When Boost Mode is activated, the display shifts to show a simulated tachometer.
Adding to the theatrics, the Active Sound Control system mimics gear shifts and engine growls through the standard eight-speaker Bose premium audio setup. Equipment levels are generous, with a 9-inch infotainment system, heated front seats, a heated steering wheel, and Honda’s full suite of advanced driver assistance features.
Power Boost
The pint-sized hot hatch is driven by a front-mounted electric motor. While Honda hasn’t officially confirmed the output, earlier details from the Singapore Motor Show in January suggest it delivers 94 hp (70 kW / 95 PS) in Boost Mode.
That might not sound like a lot, but it represents a healthy increase over the 63 hp (47 kW / 64 PS) of the N-One e:. Even so, it is less powerful than the discontinued Honda e that produced 152 hp (113 kW / 154 PS) in its most potent form.
The added power and increased width mean the Super-One will be classified as a passenger vehicle rather than a kei car. Honda has not yet revealed battery capacity or range figures, though the N-One e: uses a 29.6 kWh unit.
Rounding out the changes, the sporty EV features a custom chassis setup with a lowered suspension and wider tracks for improved handling.
How Much Does It Cost?
Full details on the Super-One’s pricing and launch timing will follow in the coming weeks. However, Japanese outlet Creative Trend reports that Honda is targeting a price range between ¥3,000,000 and ¥3,500,000 (approximately $19,700 to $22,900) before incentives.
That positions it higher than the standard N-One e:, which starts at ¥2,699,400 ($17,600) and can drop as low as ¥1,625,400 ($10,600) with full subsidies applied.
Following its debut in Japan, the Super-One will also reach additional markets including the UK, Europe, Australia, New Zealand, and select parts of Asia.
Mazda says rotary dreams live, but business limits remain.
Iconic SP may shape MX-5 more than spawn an RX-7 reboot.
European emissions rules complicate rotary development.
When Mazda rolled out the gorgeous Iconic SP concept in 2023, the enthusiast collective brain immediately screamed “new RX-7 confirmed!” Now yet another interview with Mazda execs is gently fanning those flames again, but serving it with a generous helping of cold financial reality.
In a recent chat, Mazda insiders made it clear the idea of a rotary sports car is not locked in a dusty basement drawer and that the company’s workforce would love to crank out a new RX-7-style flagship.
“The amount of car enthusiasts in this company is insane,” Mazda Europe’s planning chief Moritz Oswald told Auto Express. “Everybody loves cars, so of course there is a deep desire to keep on launching emotional products.”
Profit Is The Priority
The problem is passion doesn’t usually balance spreadsheets, and while no one doubts Mazda could deliver a great $100k sports car, guaranteeing that it would sell in sufficient quantities to make a decent profit is another matter altogether.
“So are we looking into [the Iconic SP]? Yes, of course,” Oswald continued. “But again, we are also a company that has to bring in revenues,” he aded, making clear that the MX-5 is “still our halo car.”
Christian Schultze of Mazda Europe’s R&D team also poured water on the RX-7 dream in the same Auto Express story, stating that “Mazda stands for cars for ordinary people,” not wealthy Porsche owners.
True rotary sports car
But Schultze did hint that if Mazda ever did build something like the SP, it could have a much better powertrain setup than the concept, which used its rotary engine only as a generator to power the 365 hp (272 kW / 370 PS) electric motors that turned the car’s road wheels.
“If you want to have it more sporty then maybe you look rotary plus a more sporty oriented hybrid, more parallel hybrid rather than a series hybrid,” said Schultze. “Because people who cherish the engine, they want to feel the power of the engine directly, not only listen to it.”
What Happened To “Coming Soon”?
This downbeat, pragmatic intel from Mazda Europe paints a very different picture of the SP’s future than the one presented by Masashi Nakayama, Mazda’s design chief, in November 2024.
“This concept is not just one of those empty show cars,” Nakayama said at the time. “It has been designed with real intent to turn it into a production model in the not-so-distant future.”
What feels more realistic to us is the Iconic SP acting as a design preview for the next MX-5. Not the full rotary fantasy, maybe, but still a pretty tasty compromise. And last year’s 503 hp (375 kW / 510 PS) Vision X four-door coupe concept hinted that we could still see a performance rotary powertrain in the near future, though probably not in a two-seat sports car.
Jaguar is recalling 2,278 I-Paces in the United States.
Battery flaw may cause thermal overload and short circuits.
Affected I-Paces will get software limiting charging capacity.
The Jaguar I-Pace was praised upon its release in 2018, even being named both the World Car of the Year and European Car of the Year in 2019. But that early momentum hasn’t aged well. Over the years, the I-Pace’s reputation has unraveled under the weight of battery-related problems, repeated recalls, and even a US buyback program.
Now, the I-Pace is back in the spotlight for all the wrong reasons. Jaguar has issued yet another recall in the United States due to a serious battery defect, something that doesn’t bode well for its EV aspirations.
More Battery Trouble
This time, the culprit is thermal overload linked to a folded anode tab, which could cause a short circuit. Battery supplier LG has acknowledged there may be additional problems, though investigations are still ongoing.
This latest recall impacts 2,278 I-Paces. Of these, 1,824 are 2020 models built from April 8, 2019, to January 8, 2020, while 454 are 2021 models assembled from March 9, 2020, to June 10, 2021.
According to Jaguar, none of the vehicles involved in this latest recall were taken off the road under prior recall campaigns, nor have their battery packs been replaced, as other I-Paces have.
What Owners Are Being Told
Jaguar is so concerned about the battery issue that it is urging owners to take immediate precautions. Vehicles should be parked outdoors and kept away from buildings. Additionally, owners are being told to charge their vehicles to no more than 90 percent and only when outside.
The issue appears to be persistent. Jaguar has revealed that several 2019 I-Pace models recalled in the past for fire risk were subjected to another recall in 2024. These cases prompted a deeper examination of the battery system, leading directly to the current action.
Impacted models will will receive updated software that limits the maximum state of charge to 90 percent while Jaguar continues work on a permanent fix. Dealers will be notified of the recall starting February 19, and owners should expect official communication from Jaguar no later than April 3.
AC Schnitzer shared new BMW i5 photos with aero-focused mods.
The electric sedan wears a subtle kit and 21-inch alloys.
Owners can add lowering springs and wheel spacers for stance.
BMW is already preparing a mid-cycle refresh for the 5-Series and its all-electric sibling, the i5, but current owners don’t have to wait for the facelift to give their cars more visual presence. Thanks to aftermarket specialists like AC Schnitzer, there are already options on the table.
The German tuning brand has just released images of a newly modified i5 that comes across as a more civilized version of the ultra-aggressive M5.
AC Schnitzer originally announced a series of styling and chassis upgrades for the G60/G61 generation in 2024. At the time, the preview focused on the internal combustion variants. This latest update showcases the same upgrades applied to the fully electric i5, specifically the range-topping M60 xDrive model.
What Does The Package Include?
The styling kit brings a more aggressive stance, starting with a front splitter that works in tandem with matching side skirts and two distinct spoilers at the rear. Touring models get their own unique rear spoiler variation. These parts are tailored for i5 units equipped with the M Sport package, which already comes with sportier bumpers as standard.
For those who want an extra dose of visual drama, the tuner offers stripe decals along the sides. The most impactful upgrade, however, might be the new alloy wheels, which come in three designs, multiple finishes, and sizes ranging from 19 to 21 inches in diameter.
The example shown wears 21-inch AC3 FlowForming wheels with a five double-spoke pattern, paired with bold red brake calipers for contrast. Suspension tweaks include lowering springs that reduce ride height by 20 to 25 mm (0.8 to 1 inch), along with spacers that increase the track width by 20 mm (0.8 inch), giving the i5 a more grounded stance.
The i5 M60 xDrive donor car is the most powerful electric version in the 5-Series lineup. Straight from the factory, it’s equipped with dual electric motors delivering a combined 593 hp (445 kW / 601 hp) and 820 Nm (605 lb-ft) of torque.
Still, AC Schnitzer insists that’s “not enough” for its tuning team. Even so, it’s unlikely they’ll venture into performance upgrades for the EV, instead reserving those efforts for the internal combustion models, including the upcoming M5.
What Do The Upgrades Cost?
As for the cost of dressing up the i5, the upgrades are mostly shared with the standard 5-Series. The front splitter is priced at €1,290 ($1,500), while the side skirts come in at €840 ($1,000). The roof spoiler adds €490 ($580), and the subtle rear lip spoiler another €540 ($640).
Wheels represent the biggest investment, potentially adding up to €5,390 ($7,700) depending on spec. Additional parts include spacers at €486 ($580) and lowering springs priced at €581 ($830).
The Mazda6e will be available exclusively with a 78 kWh battery.
Power is provided by a rear-mounted motor with 254 hp.
It shares a platform with China’s Changan Deepal SL03 sedan.
Mazda has taken its time getting into the EV game, aside from the underwhelming and slow-selling MX-30. But now, it finally has a compelling electric sedan in the lineup in the form of the new 6e, which has just landed in the UK. There’s a bit of sticker shock, though, especially when you compare it to pricing in China, where it’s built and sold as the EZ-6 alongside the EZ-60 SUV.
A single electric powertrain setup will be offered for UK buyers, though shoppers can choose between two trim levels. The entry-level version, dubbed the Takumi, is priced at £38,995 (around $53,200 at today’s exchange rates), landing just shy of the €44,900 (US$53,400) starting price in Germany.
On the surface,this pricing doesn’t seem too far off the mark. An entry-level Tesla Model 3 starts at £37,990 ($51,900) in the UK, and the Mazda wants to be positioned as a slightly more premium offering. Even so, the UK price tag looks far less compelling when held up against what customers in China are paying.
Twice The Price, Same Car
In the People’s Republic, where the 6e is built, the entry-level model starts at 159,800 yuan (£16,900 / $23,100), and the flagship model at 181,800 yuan (£19,300 / $26,300). By comparison, UK buyers are being asked to pay more than twice the price for the same vehicle. Specifically, 2.3 times more.
This discrepancy may come as a shock to many buyers, but it’s not without precedent, as it’s common for EVs built and sold in China to be far cheaper there than they are in overseas markets.
However, keep in mind that, that, unlike mainland Europe, the UK doesn’t impose specific tariffs on Chinese cars. There’s just the standard 10 percent import duty, plus a 20 percent VAT on all new vehicles, no matter where they’re made. That tax is included in the advertised price, unlike in the US.
Battery and Charging Basics
Both trim levels of the 6e sold in the UK come with a 78 kWh lithium-ion phosphate battery, offering a solid driving range of 348 miles (560 km) and the ability to charge from 10-80 percent in 24 minutes.
The 6e doesn’t promise to be a particularly spritely performer, however, as the rear-mounted electric motor is only good for 254 hp and 214 lb-ft (290 Nm) of torque, meaning the sedan needs 7.9 seconds to hit 62 mph (100 km/h).
The higher-end Takumi Plus starts at £39,995 ($54,600) and adds more upscale finishes, including tan Nappa leather, titanium-look accents, synthetic suede upholstery, and a panoramic glass roof.
Despite appearances, the Mazda6e isn’t a purely in-house creation from Hiroshima. It’s based on the Changan Deepal SL03 (also known as the L07), sharing its platform and much of its core engineering with the Chinese model.
Hyundai recalled Ioniq 5 and 9 for a battery pack issue.
Some high-voltage busbars may not be torqued correctly.
Faulty bolts could lead to fire risk or fail-safe mode.
Hyundai is recalling two of its newest electric models, the Ioniq 5 and Ioniq 9, in the United States due to a potential fire risk stemming from a battery defect. Both models are currently produced at the company’s plant in Georgia.
According to Hyundai, the issue involves the battery pack’s internal components and could increase the risk of electrical fire if not addressed. Specifically, a recall notice points to improperly tightened high-voltage busbars during assembly.
If the retention bolts work loose over time, this could lead to electrical arcing within the battery pack, which in turn may trigger a fire. Hyundai also notes that these loose connections could disrupt voltage readings, pushing the vehicle into a fail-safe operating mode.
How Many Vehicles Are Affected?
The recall affects a very limited number of vehicles. Hyundai has identified 21 units of the Ioniq 5 from the 2025 to 2026 model years, built between January 24 and September 8, 2025. Additionally, just six Ioniq 9s produced from April 8 to September 12, 2025, are impacted.
The issue was first identified in November, when Mobis North America Electrified, Hyundai’s in-house battery supplier, discovered a battery system assembly unit that failed a quality test. The root cause was traced to under-torqued busbar bolts. By December, Hyundai had compiled a list of potentially affected VINs, and the recall decision followed in January.
Hyundai has confirmed that no related incidents have occurred in the field. So far, there have been no reports of crashes, fires, or injuries linked to the issue.
Starting April 6, Hyundai will notify both owners and dealers. The fix is straightforward. Dealers will inspect the busbar bolts in the battery system assembly and tighten them if necessary.
January’s average new car price hit a record as incentives quietly pulled back.
Affordable models still exist, but true entry-level cars keep disappearing.
Electric car prices slip slightly, but EV sales have taken a dramatic slide.
You might have set a New Year’s resolution to slim down, but new-car prices made no such commitment. According to fresh industry data, prices just set another record for January, proving that handing over $50k for a virgin vehicle is basically normal now. But the number of people who think buying an EV is the normal thing to do has dropped dramatically.
The average transaction price in January reached $49,191, up nearly 2 percent from a year earlier and the highest ever recorded for the month, according to KBB. Although prices dipped slightly from December, Cox Automotive called the drop “seasonally normal,” explaining that the market usually “takes a breather” after year-end, when luxury vehicles make up a larger share of sales.
The average new-vehicle manufacturer’s suggested retail price (MSRP), commonly called “the asking price,” also kept climbing, now sitting at $51,288 and staying north of fifty grand for 10 straight months.
New-Vehicle Average Transaction Price
Last month’s pricing uptick came even as sales mix shifted away from year-end luxury volumes. “We hit a new January high even as prices naturally pulled back from December’s luxury-heavy finish,” said Erin Keating, executive analyst at Cox Automotive.
“Consumers are still finding plenty of options below the industry average, especially in core segments like best-selling compact SUVs, but the disappearance of true entry-level vehicles continues to lift the floor higher.”
Incentives Pull Back Hard
Incentives fell to about 6.5 percent of transaction prices, down from higher levels late last year, meaning buyers are shouldering the burden of those higher prices. Automakers are clearly in margin-protection mode, offering just enough in the way of deals to keep metal moving but not enough to feel generous.
Luxury models and big pickups got the juiciest offers, while compact and midsize cars were left mostly to fend for themselves.
Few Bargains Remain
Compact SUVs remain the value choice. With average prices around $36,000 and down 0.6 percent, they sit well below the industry average and continue to dominate sales. Meanwhile, true bargain basement cars are basically extinct. With the Mitsubishi Mirage gone and the recently axed Nissan Versa reduced to whatever stock is still hanging around, the US market has waved goodbye to the sub $20,000 new car.
At the other end of the spectrum, full-size pickups are still living large. Average prices in that segment remain comfortably above $70,000, and buyers are still lining up, with more than 150,000 big trucks finding homes last month.
January marked the fifth consecutive month where full-size pickups averaged over $70K, reinforcing their outsized role in propping up the market average. Subcompact cars, by contrast, struggle to attract more than a few thousand takers a month. Fewer than 4,000 were sold industry-wide last month.
EVs Shunned
Electric vehicle prices actually slipped to around $55,700, down 0.6 percent lower than a year ago, although Tesla’s fell 2.2 percent in the same period. Incentives for EVs also cooled sharply, dropping to 12.4 percent of ATP, down from 18.3 percent in December. Even at those reduced levels, they remain well above the industry average.
However, we wouldn’t be surprised if they are kicked back in to shore up demand, which has dropped alarmingly, according to the data.
KBB says only 66,000 EVs were sold in January, being down a fifth from January 2025, and you can bet the loss of tax credits from October played a big role. In fact, that total reflects a nearly 30 percent year-over-year drop and a 20 percent decline from December. Tesla accounted for about 60 percent of total EV sales.
VW has launched factory partition for the cabin of the ID. Buzz.
The composite wall adds cargo-style utility to the five-seater EV.
Available for SWB and LWB models, it costs €1,856 in Germany.
Ever wished your family-friendly van could moonlight as a workhorse? Volkswagen Commercial Vehicles is narrowing the divide (quite literally) between passenger comfort and utility with a new factory accessory designed for the European market ID. Buzz.
Developed in collaboration with long-time partner Snoeks Automotive in the Netherlands, the fixed partition gives owners a way to convert the rear of their five-seat electric van into a proper cargo area, without sacrificing everyday practicality.
The new partition is mounted directly behind the second row and includes a window, preserving the ID. Buzz’s five-seat layout while creating a separate floor-to-ceiling cargo space much like the ID. Buzz Cargo variant.
Beyond safety, the partition keeps dirt, smells, and noise from the cargo area out of the cabin, while also helping the climate control system work more efficiently by reducing the volume of the space that needs to be heated or cooled.
The divider is made from Compax, a composite material known for being both lightweight and durable. To avoid a purely industrial feel, Volkswagen finished it in a high-grade soft-touch surface. There’s even a built-in storage compartment under the floor, designed specifically to hold the charging cable. Importantly, the setup doesn’t interfere with rear seatbelts or the operation of the side airbags.
The new accessory can be fitted to both the standard and long-wheelbase versions of the ID. Buzz. For the short wheelbase, it’s offered on the Freestyle, Pure, Energy, and Pro trims. For the longer model, it’s available on the Energy and Pro lines. In Germany, pricing starts at €1,856.40, or roughly $2,000 based on current exchange rates.
While the ID. Buzz remains part of VW’s European lineup, the electric minivan has skipped the 2026 MY in the US market, due to lower-than-expected demand. A return isn’t off the table, though. Volkswagen may bring it back in 2027 with more substantial updates aimed at attracting US buyers.
Ford had a disappointing 2025 as their bet on EVs backfired.
Booked billions in special charges related to failed projects.
Tariffs and supplier fires also weighed heavily on the automaker.
Ford has revealed their fourth quarter and full year 2025 financial results, and they’re a doozy. While officials tried to sugar coat things, there’s no hiding an $8.2 billion net loss for the full year, the company’s largest since the 2008 financial crisis, also known as the Great Recession. This compares to a net profit of $5.9 billion the prior year and it came despite revenues of $187.3 billion.
The company was dragged down by an $11.1 billion net loss in the fourth quarter, as well as lackluster demand for electric vehicles. Ford’s Model e division reported a full-year EBIT loss of $4.8 billion, although they noted it was an improvement compared to 2024.
EVs weighed heavily on the automaker last year as they booked a $10.7 billion special charge for “Model e Asset Impairment and EV Program Cancellations.” Another $1.2 billion was wasted on cancelled three-row EVs, while $3.2 billion went to the BlueOval SK joint venture disposition. The company also spent around $500 million on a fuel injector recall.
While EVs were front and center as Ford recently killed the fully electric F-150 Lightning, they weren’t the company’s only problem. Far from it as the automaker got hammered by tariffs as well as fallout from the Novelis fires. The latter impacted supplies of aluminum, which hampered F-150 production.
For the year, the company posted an adjusted EBIT of $6.8 billion, which was down from $10.2 billion in 2024. Adjusted earnings per share also fell from $1.84 to $1.09.
CEO Jim Farley said, “Ford delivered a strong 2025 in a dynamic and often volatile environment. We improved our core business and execution, made significant progress in the areas of the business we control – lowering material and warranty costs and making real progress on quality – and made difficult but critical strategic decisions that set us up for a stronger future.”
Speaking of which, the company is expecting an adjusted EBIT of between $8 and $10 billion for 2026. The automaker is also expecting to lose $4 to $4.5 billion on Ford e.
On top of that, we can expect special charges of around $7 billion in 2026 and 2027 due to their “updated EV strategy and expected disposition of BOSK [BlueOval SK] investment.”
Honda logged its fourth straight quarter of operating losses.
EV-related write-offs reached $1.71 billion through December.
A revised EV roadmap is expected to be announced this year.
Honda, like many other automakers, is learning just how expensive missteps and overinvestment in the EV market can be. The Japanese company has already taken major write-offs tied to its electric vehicle efforts and now finds itself in damage control after multiple consecutive quarters of operating losses.
In the nine months ending December 31, Honda reported 267.1 billion yen (or $1.71 billion) in write-offs and expenses tied to its push into electric vehicles. While the financial impact hasn’t reached the same level as Ford’s EV setbacks, it remains a troubling sign for Honda’s strategy.
Losses Pile Up
Honda has shelved several upcoming EV models and recently logged its fourth straight quarter of operating losses. For the first three quarters of its fiscal year, those losses total 166.4 billion yen, or $1.07 billion. Industry outlet Auto News projects that the full-year impact could reach 700 billion yen, around $4.48 billion, all stemming from its EV ventures.
Speaking about Honda’s most recent financial results, executive vice president Noriya Kaihara acknowledged the firm needs “to conduct a fundamental review of our strategies to rebuild our competitive strength.”
GM Partnership Unwinds
Things will soon become even more costly. Honda is ending its close cooperation with General Motors on EVs, due in part to slow sales of the Acura ZDX and Honda Prologue, both of which use GM’s Ultium EV platform. It’s understood that Honda reduced the number of vehicles it purchased from GM, and compensated the carmaker.
Redrawing The EV Map
As recently as 2024, Honda said it aimed to sell up to 2 million EVs annually by 2030. However, it greatly overestimated the global popularity of EVs, which has undoubtedly been affected in part by the change in administration in the US just over twelve months ago. According to Kaihara, the company now plans to “significantly revise our future EV strategy” and expects to unveil an updated roadmap in the near future.
That said, Honda recently told us during a roundtable that the new electric Acura RSX and Honda 0 Series SUV are still on track for a launch later this year.
Central to this realignment will be a renewed emphasis on hybrid models. Honda aims to double its hybrid sales to 2.2 million units in 2020, signaling a clear pivot away from its earlier EV-heavy approach.
Toyota’s 2027 Highlander is electric only with no gas option.
Two trims launch later this year with up to 320 miles range.
New platform brings larger dimensions and improved packaging.
For over twenty years, the Toyota Highlander has quietly been a heavy hitter. It’s never been wildly flashy, it’s never pretended to be an off-road giant, and yet, it’s been one of Toyota’s most important family haulers. Even with the arrival of the larger Grand Highlander that siphoned off some spotlight (and a fair share of sales), the original has held steady as a central figure in the lineup.
Now, for 2027, the brand is tearing up what seemed like a tried and true formula for something much bigger and far bolder than ever before. This all-new Highlander is an EV aimed squarely at the heart of the mid-sized market.
QUICK FACTS
Output
XLE FWD: 221 hp / 198 lb-ft
XLE AWD: 338 hp / 323 lb-ft
Limited AWD: 338 hp / 323 lb-ft
Overall Length
198.8 in (5,050 mm)
Overall Width
78.3 in (1,989 mm)
Overall Height
67.3 in (1,709 mm)
Wheelbase
120.1 in (3,050 mm)
Cargo Volume
45.6 ft³ (1,292 L) with 3rd row folded
15.9 ft³ (450 L) with 3rd row up
Range (Est.)
XLE FWD (77 kWh): 287 miles
XLE FWD (77 kWh): 270 miles
XLE AWD & Limited (95.8 kWh): 320 miles
SWIPE
Again, this isn’t just a new generation of the Highlander. It’s like a train switching tracks altogether. Buyers can’t get a gas-powered version, no matter how much they pay. That alone makes this a huge shift but Toyota didn’t stop there. This new SUV arrives with a new platform, larger proportions (color us shocked), and more technology than ever before.
Bigger And Bolder
Photos Stephen Rivers/Carscoops
Visually, the new Highlander leans heavily into the new styling that we’ve seen from the brand in recent years. Who would’ve guessed that the Prius would spark a styling revolution? Nevertheless, that’s what’s happened, and the hammerhead front-end has slowly moved from Toyota’s most famous hybrid to the BZ line and now to the Highlander. In this case, that equates to an aerodynamically slippery front end, slim LED DRLs, flush door handles, and broad fenders.
It’s also considerably larger than the last-gen Highlander. Overall length jumps to 198.8 inches (+3.9 in.), width to 78.3 inches (+2.3 in.), and height to 67.3 inches (-0.8 in.). More importantly, the wheelbase now stretches to 120.1 inches (+7.9 in.). Don’t forget that the very first Highlander had a wheelbase of 106.9 inches (2,716 mm).
Photos Stephen Rivers/Carscoops
The two share little more than a name at this point. That said, the roofline is lower than the outgoing version. Combining that lower roof with a longer and wider body provides a planted stance.
Toyota says those revised proportions weren’t just about aesthetics. The longer wheelbase allows for a roomier cabin, easier third-row access, and better overall packaging for the battery underneath. Ultimately, it’s all about how the car shuttles passengers, so let’s dive into that interior space.
Cabin Acoutrement
From the front seats, what stands out most is that this Highlander feels more elegant and straightforward. Everything is centered around a 14-inch infotainment system and a 12.3-inch digital gauge cluster. Thankfully, Toyota includes physical buttons and switches for vital functions like climate controls.
Both trims come standard with SofTex upholstery, heated front seats, customizable ambient lighting with 64 colors, and Toyota’s latest multimedia system. A panoramic glass roof is available on the base XLE trim and standard on the Limited. It’s the largest ever fitted to a Toyota.
Photos Stephen Rivers/Carscoops
In the second row, things are pretty stellar as well. Captain’s chairs are standard. Buyers of the XLE AWD can choose an optional bench to increase seating from six to seven. Perhaps the boldest claim from Toyota is that the third row can comfortably fit adults.
After sitting in it myself, I can say that short adults might find it perfectly livable. No question, it has some nice features like USB-C ports, climate vents, and the flexibility to recline the backrest a little. That said, please don’t try to carry around taller folks back there for very long.
Photos Stephen Rivers/Carscoops
Toyota lists cargo space at 45.6 cubic feet (1,292 liters) with the third row folded and 15.9 cubic feet (450 liters) with it upright. For comparison, the gas-powered Grand Highlander offers over 57 cubic feet behind the second row and just above 20 cubic feet behind the third. So while the new EV Highlander is spacious, it’s not quite as roomy as its larger sibling.
Power And Range
While all 2027 Highlanders use an electric powertrain, buyers do have a few options on that front. Toyota will offer a front-wheel drive XLE with a 77.0 kWh battery and 287 miles of range as the base model. It offers just 221 horsepower and 198 lb-ft of torque.
Above that is an AWD XLE with the same battery and 270 miles of range, but buyers can also spec a larger 95.8 kWh battery to acquire up to 320 miles of range. Those who opt for the Limited trim get both the larger battery and AWD standard, along with the same 320-mile range.
Performance varies by configuration. AWD models deliver up to 338 horsepower and 323 lb-ft of torque, while FWD versions make 221 hp and 198 lb-ft. Paddle shifters control regenerative braking, and AWD models add features like Multi-Terrain Select and Crawl Control—yes, even on an EV.
Charging hardware includes a standard NACS port for DC fast charging, with Toyota estimating a 10–80 percent charge in about 30 minutes under ideal conditions (which is a very important qualifier). A dual-voltage home charging cable is included, along with battery preconditioning and Plug & Charge capability.
Tech And Safety
Toyota has long led the way with regard to standard safety tech, and the Highlander gets to continue that legacy. It’s the debut vehicle for Safety Sense 4.0. It bundles updated driver aids, including pre-collision braking, adaptive cruise control, lane-tracing assist, and proactive driving assist. The Limited adds Traffic Jam Assist, Advanced Park, a panoramic view monitor, and lane change assist.
Of all the big new tech features, vehicle-to-load might be the most likely to fly under the radar. It allows the car to power external devices, such as power tools at a job site, or to act as a backup power source during an outage. That’s a really beneficial feature for a family SUV trying to stand out.
What’s Left?
Toyota still hasn’t allowed us to drive it, though we have good reason to believe it’ll be a positive experience. More on that in the next couple of weeks. For now, we know that sales begin late this year, but we still don’t have pricing.
Normally, we’d make pricing the biggest key to success here, and no doubt, it’ll be vital. That said, the EV market in America is cooling off. Federal tax incentives are gone, and plenty of brands are backtracking or ditching EV goals altogether. For Toyota, putting this big a name on this EV says that it has a lot of confidence in how it’ll sell.
It certainly helps that production will take place in the U.S. at Toyota’s Kentucky facility, with the battery sourced from North Carolina. That should eliminate much of the concern over tariffs and help to keep prices low. That said, it would be shocking to see this thing start at under $50,000.
Is a price above that figure attractive enough in this market? Only time will tell. If it’s lower than that, it’ll probably sell well despite the market thanks to one of the most recognizable names in the segment.
Owner averaged 373 miles daily, driving more than some taxis.
Brake pads never replaced, thanks to regenerative braking system.
Car used 47,800 kWh of power, equal to 506 full charge cycles.
The Xiaomi SU7 hasn’t been on the market for very long, but one owner in China put the electric sedan through its paces at a rate higher than most taxis. The model has covered an astonishing 165,134 miles (265,757 km) in just 16 months (476 days), offering a real-world look at how the EV hardware handles heavy use.
What is likely the highest mileage Xiaomi in existence was highlighted on a video that was uploaded on Bilibili by Jackson’s Sunset Drive. The vehicle in question is an Aqua Blue SU7 Pro owned by Mr. Feng, who drove an average of 373 miles (600 km) every day since he took delivery.
For context, the daily trip matches the distance between Los Angeles and San Francisco, with the total distance covered being the equivalent of 6.63 times the circumference of the Earth.
Battery Health After 165,000 Miles
The most impressive takeaway from the high-mileage experiment is the battery’s state of health, as measured by an official Xiaomi service station. Despite the intensive usage, the 94.3 kWh lithium iron phosphate Shenxing battery pack from CATL has retained 94.5% of its original capacity.
As Carnewschina points out, the rival Tesla Model 3 Long Range comes with an eight-year, 120,000-mile (193,120 km) warranty, promising a battery health of at least 70 percent after that period.
Minimal Wear And Tear
In the case of the Xiaomi, it isn’t just the battery that is holding up. The owner claims the vehicle has never required a brake pad replacement, which is a testament to the efficiency of its regenerative braking system. Furthermore, the coolant remains pure, with zero water contamination.
The Pro trim of the fully electric sedan is fitted with a rear-mounted motor producing 295 hp (220 kW / 299 PS) and 400 Nm (295 lb-ft) of torque. According to the automaker, the 94.3 kWh battery offers a CLTC range of 830 km (516 miles) in this variant.
Fuel Savings
Doing the math, based on an estimated efficiency of 18 kWh/100km, Mr. Feng’s Xiaomi has consumed roughly 47,800 kWh of electricity over the past 18 months. This translates to around 506 full charge/discharge cycles for the 94.3 kWh battery.
Overall, Mr. Feng estimates that by opting for the electric sedan over an ICE-powered vehicle he has saved over ¥100,000 ($14,400) in fuel costs over the 265,757 km (165,134 miles). That is a significant amount considering that the starting price of a Xiaomi SU7 Pro is ¥245,900 ($35,400) in China.
Predictably, the video has gained traction and was even shared by Xiaomi CEO Lei Jun. The owner revealed that he plans to continue racking up miles on his EV, targeting to reach 600,000 km (372,823 miles) within three years.
The Xiaomi SU7 has recently made headlines for outselling the rival Tesla Model 3 in China, with 258,164 units delivered in 2025. The company has already announced a refreshed version of the sedan, which is set to arrive in April 2026 with more advanced ADAS, a standard LiDAR, and a longer driving range of up to 560 miles (902 km) in the CLTC cycle.
Spy photographers snapped the ID. Polo R-Line earlier today and now they’ve followed up with images of the real deal. We’re talking about the ID. Polo GTI, which was previewed by a concept in 2023.
Spotted virtually undisguised, the model looks pretty tame at first glance. However, there are a few telltale cues that separate the GTI from the regular model.
One of the most notable changes is a unique front bumper, which features a pronounced air intake with a honeycomb mesh pattern. Moving further back, we can see sportier side skirts and what appear to be larger wheels. The latter have a two-tone design and are backed up by a braking system with red calipers.
SHProshots
The boy racer upgrades continue out back, where there’s an extended spoiler and a revised bumper with a massive diffuser. The latter would appear more at home on an off-road focused crossover than a hot hatch.
The interior should largely carryover from the standard model, which means we can expect a 10.25-inch digital instrument cluster and a 13-inch infotainment system. They’ll likely be joined by a sport steering wheel and red accents. Customers can also expect a spacious boot that holds up to 43.9 cubic feet (1,243 liters) of luggage when the rear seats are folded down.
Volkswagen hasn’t been shy about details as they’ve previously revealed the ID. Polo GTI will arrive one year after the regular model and have a front-mounted motor producing 223 hp (166 kW / 226 PS). It will be powered by a 52 kWh nickel manganese cobalt battery pack.
Volkswagen has previously said the battery will provide a range of up to 280 miles (450 km), although the actual number could be lower on the performance variant. While that remains to be seen, the company has already confirmed a 130 kW DC fast charging capability.
Maserati is offering up to $85,000 off select 2025 Folgore EVs.
Discounts represent cuts of more than 40 percent off MSRP.
Incentives appear aimed at clearing unsold electric inventory.
It’s official: Maserati is in “just get it out of here” territory regarding its electric lineup. A new bulletin sent to dealers authorizes them to serve up $85,000 in EV Assistance Cash on select 2025 Folgore models. And no, that number is not a typo.
Folgore is the Italian brand’s moniker for its EV lineup, and that discount is simply too big not to discuss. Put another way, buyers who once would have shelled out full price for a single Maserati EV could now walk away with that car and a brand-new Chevy Corvette for the same amount.
Sticker Shock Reversed
Leading the charge are the 2025 GranTurismo Folgore and GranCabrio Folgore, both eligible for the full $85,000 incentive when purchased or leased. On the GranTurismo, which carries an MSRP of $199,690, that discount works out to about 43 percent off at $114,690.
According to a report from CarsDirect, it’s the single largest manufacturer-backed discount they’ve ever encountered. That says a lot.
For comparison, the gas-powered GranTurismo starts at $159,495, meaning Maserati originally wanted roughly $40,000 more for the electric version. Now the pendulum has swung violently in the opposite direction.
The GranCabrio Folgore, priced at $208,590, isn’t far behind. Its $85,000 discount equates to roughly 41 percent off MSRP, making it a far more palatable proposition than it was just months ago.
Grecale Joins the Party
Even the far more accessible and practical Gercale Folgore is getting a big cut. Buyers can get up to 33 percent off its $121,290 sticker price, which amounts to $40,000 off. After incentives, that leaves it within just $1,400 of its gas-powered counterpart, which starts at $79,895.
Not only is that a huge change, but the Folgore also comes with a few more bells and whistles that buyers might be interested in if they don’t have to pay a premium.
Where’s the Maserati Magic?
That all said, it’s not too tough to see why these cars didn’t fly off of lots in the first place. For starters, none of them offers especially competitive range. The Grecale is rated for 245 miles, the GranTurismo manages 229, and the GranCabrio tops out at 233 miles.
Really, though, the biggest problem is likely the theater shoppers desire in a Maserati. Sure, these look great… but they don’t sound great.
Spy shots reveal ID. Polo bodywork with minimal disguise.
Two prototypes show R-Line styling with subtle add-ons.
FWD platform offers 114, 133, and 208 hp configurations.
Camo season is clearly ending early for Volkswagen’s smallest electric hatch. Fresh spy shots show the upcoming ID. Polo testing in winter conditions, while wearing so little disguise it might as well not have bothered at all.
Sure, VW already showed us official photos of prototypes at the tail end of 2025, but those cars were wrapped like overenthusiastic Christmas presents. These new images are different. The sides are totally clean, giving us a proper look at the proportions, surfacing, and that neat rear door handle tucked into the window frame near the C pillar.
Up front and out back, there’s still a thin layer of visual misdirection, but not enough to hide the shape of the lower intakes or the basic bumper design. It all looks very production-ready and incredibly close to the ID.2 all concept from back in 2023.
Not Quite A GTI
Two cars appear in the photos, one white and one black. The darker car rolls on larger, sportier alloys, and both seem to wear subtle body add-ons. Think small roof spoiler, chunkier side skirts, and a deeper front lip. That points to R Line trims rather than the full-fat GTI, which VW has previewed separately, again in disguise form, with even angrier details.
Size-wise, this electric supermini is close to the current combustion Polo, but clever packaging and a long 2,600 mm (102.4 inches) wheelbase mean more interior room. Volkswagen says rear passengers get extra legroom, plus gains in headroom and cabin width.
Inside, drivers get to enjoy real buttons, warm materials, and some slick retro gauge cluster graphics, as VW itself recently teased.
Up To 223 hp
Power comes from front-mounted motors in three flavors: 114 hp (116 PS / 85 kW), 133 hp (135 PS / 99 kW), and 208 hp (211 PS / 155 kW). Those setups exactly match those confirmed for the ID. Polo’s Skoda Epiq cousin, which, along with the Cupra Raval, rides on the same front-wheel drive MEB+ platform, so expect zero to 62 mph (100 kmh) in around 7 seconds.
The even hotter ID. Polo GTI, the first electric VW to get those letters, lands later with 223 hp (226 PS / 166 kW).
Entry versions use a 37 kWh battery with modest fast charging and city-friendly range, but a larger 52 kWh pack will give 280 miles (450 km) between stops. But it sounds like the big battery will be the only one available at launch, meaning the promised €25,000 starting price might not be a reality until very late 2026 or early 2027.
Login
