The Hyundai Ioniq 5 has set a new record for the biggest altitude change by an electric vehicle. The feat was organized by Hyundai Motor India and saw the EV descend 19,035 feet (5,802 meters).

The trip started at India’s highest drivable point of Umling La in Leh Ladakh, which is 19,025 feet (5,799 meters) above sea level. Over the next two weeks, the car traveled to Kuttanad, Kerala, which is 9.8 feet (3 meters) below sea level.

More: Hyundai’s American-Made Ioniq 5 Costs More But Goes The Extra Mile

During those 14 days, the Ioniq 5 covered more than 3,045 miles (4,900 km). The car had to endure “challenging terrain and extreme climatic conditions” as well as multiple recharging sessions.

Hyundai was unsurprisingly coy about the latter, but the US-spec Ioniq 5 has an EPA-estimated range of up to 318 miles (512 km). This suggests the car would have required at least ten recharges to accomplish the record, although the actual number is presumably higher.

In a statement, Hyundai Motor India Managing Director Unsoo Kim said, “We are incredibly proud to see the Hyundai Ioniq 5 create history by achieving the Guinness World Record for the greatest altitude change by an electric car. This achievement is a testament to Hyundai’s unwavering commitment to innovation, technological excellence, and sustainability.” He added, “The Ioniq 5’s performance in such extreme conditions reflects its engineering prowess and durability.”

Hyundai didn’t say much about the record-breaking car, but the 2025 Ioniq 5 features revised styling, beefier batteries, and a new NACS port. There’s also a rugged XRT variant that is distinguished by unique fascias and “digital camo” accents. They’re joined by a 0.9-inch (23 mm) lift and matte black wheels wrapped in all-terrain tires.

If you own a 2023 or 2024 Ford F-150 Lightning, this one’s for you. Ford has issued a recall for nearly 12,000 of these electric pickups in the US, citing a safety defect with the front upper control arms. Why does this matter? Because this flaw could cause drivers to lose control of their vehicles entirely.

It’s a significant safety concern that has already been linked to at least one alarming incident. In that case, an F-150 Lightning unexpectedly swerved into a highway guardrail at 60 mph. Now, Ford is taking steps to ensure no one else faces a similarly dangerous situation.

The F-150 Lightning was one of the first electric pickup trucks to hit the market, but several recalls have been issued for it over the past couple of years, addressing problems related to the battery pack, the cabin coolant heater system, and even a potential fire hazard. This latest recall impacts 11,922 models manufactured from November 5, 2023, to February 13, 2024.

Read: F-150 Lightning Owners Might Get Chilly This Winter As Ford Recalls 931 EVs Over Busted Heater

Ford’s recall notice states that certain F-150 Lightnings may have an improperly torqued nut on the ball joint, which secures the front upper control arm to the knuckle assembly. A loose nut could cause the upper control arm to separate from the knuckle assembly. If this happens, drivers may “experience a partial loss of directional control.” Clearly, that’s not a good thing, and increases the risk of a crash.

The nut in question may not have been torqued correctly due to variances in the alignment or orientation between the fastening tool and the fastener. This could have induced lateral forces on the tool, preventing it from properly seating on the fastener. According to the recall notice, owners of trucks with a loose or missing ball joint nut might notice unusual vehicle vibrations or hear clunking or rattling noises while driving.

Ford is aware of two field reports and one warranty claim related to the issue.. The problem came to light on September 12, when an owner’s F-150 Lightning unexpectedly veered into a highway side rail. While the truck had just 639 miles on the clock, an inspection by a Ford dealer revealed that the upper control arm nut was missing, and the joint had separated from the knuckle, resulting in the crash.

The Blue Oval plans to alert owners starting February 3, 2025. Dealerships will inspect the nuts on affected vehicles and run a torque test. If the nut fails the test, both the nut and the knuckle assembly will be replaced. For now, if you own one of these trucks and hear unusual noises or notice anything off with your vehicle’s handling, don’t wait, get it checked out immediately.

Battery giant CATL has introduced a new skateboard chassis for electric vehicles, focused on delivering maximum safety for the battery pack. The CATL Bedrock Chassis has survived a demanding 120 km/h (75 mph) frontal collision against a pole without catching fire or exploding, setting (according to the company) new standards in the safety of future EVs.

The skateboard chassis integrates the battery cells, featuring a “three-dimensional biomimetic tortoise shell structure” and an “high-ductility energy-absorbing insulation film”. For its construction, CATL used submarine-grade hot-formed steel, aerospace-grade aluminum alloy, and multiple barrier structures, making it as rigid as possible.

More: See What Happens When Two Cars Hit A Chinese EV At 60KM/H In Triple Crash Test

Furthermore, the high-voltage circuit of the battery is being disconnected in 0.01 seconds after the impact, with the discharge being completed within 0.2 seconds.

Going above and beyond C-NCAP’s requirements

Thanks to its design, the Bedrock Chassis is capable of absorbing 85% of the vehicle’s collision energy, which marks a significant improvement compared to the 60% of a traditional chassis. This is important in collisions as demanding as the frontal pole crash test that simulates impact with trees, power poles, or animals.

According to CATL, the pole crash test at 120 km/h (75 mph) generates 21 times more energy compared to the 56 km/h (35 mph) full-width frontal impact test which is currently the standard in the C-NCAP (China New Car Assessment Program).

Besides the 120 km/h (75 mph) test, the battery cells have undergone high-speed sled impact tests at 60 km/h (37 mph), 90-degree bending tests, and sawing tests, proving their resilience into catching fire or exploding.

CATL

Modular design considerably shortens development times

The company claims that the Bedrock Chassis shortens the R&D cycle for new production models from 36 months to only 12-18 months. This was made possible by its modular design, with the chassis being decoupled from the upper body, allowing to to be used in multiple vehicle types. Furthermore, the platform is compatible with L3 and L4 autonomous driving, and is flexible in terms of software.

CATL has confirmed that Avatr will be the first automaker to use the Bedrock Chassis in a production vehicle, although they haven’t disclosed the timing of its launch.

In a recent video shared on YouTube, CATL explains the measures they have taken to ensure the safety of their battery packs during all different kinds of collisions. The company acknowledged the extra risk involved in side impacts, which is why they have already improved the design of the battery casing.

Faraday Future has teetered on the brink of collapse numerous times in recent years, but it refuses to die, at least not yet. In September, it announced a new mainstream brand dubbed Faraday X (FX), and it’s now revealed that it will display two prototype mules at the 2025 Consumer Electronics Show in Las Vegas on January 5.

Helping make Faraday X a reality is a new $30 million round of financing that the embattled car manufacturer has secured. Of this, $7.5 million has been made immediately available to the company, while it has $22.5 million in new cash commitments it will receive if it meets its objectives.

Read: Faraday Future Teases Mainstream FX Prototype

The two FX prototype mules will arrive at the firm’s Los Angeles headquarters later this month, before they’re shown to the world at CES. During the event, the brand will also “provide updates on its FX strategy.” Faraday Future is remaining tight-lipped about its immediate plans, but we know it wants to launch two more affordable electric vehicles dubbed the FX 5 and FX 6. The first is “expected” to be priced between $20,000 and $30,000, while the latter should cost between $30,000 and $50,000. Interestingly, both battery-electric and range-extended powertrains will be offered.

“The new funding lays a solid foundation for both FF and its new brand as the Company approaches the end of 2024 and enters the new year,” global chief executive of Faraday Future Matthias Aydt said. “I am optimistic about the opportunities that this new funding will bring, including supporting the ongoing production of our FF 91 2.0 and the growth of the FX brand.”

Launching an electric vehicle brand is not easy, and Faraday Future has experienced this firsthand. It was founded in 2014 but has seemingly spent more time trying to sure-up its finances than developing and testing its first production vehicle – the FF 91. Not too long ago, Fisker went belly-up as it attempted to go mainstream with the recall-plagued Ocean. Can Faraday Future avoid this fate?  

Dodge is diving into the world of electric cars, attempting to blend its muscle-bound swagger with the reality of an evolving EV future. The Charger Daytona stands as Dodge’s poster child for this electric gamble, but whether it’s a seamless evolution or a try-hard cosplay of the future is up for debate. Either way, we have a massive photo gallery of the brand’s latest creation in R/T and Scat Pack trims, and there’s a lot to unpack.

Official: Dodge’s New Charger Coming To Europe And The Middle East In 2025

Production of the Charger Daytona is already underway at Stellantis’ Windsor Assembly Plant in Canada, with deliveries expected by early 2025. But if you’re one of those patient types holding out for the ICE-powered Hurricane inline-six model, grab a Snickers—it won’t be ready until spring or so.

Looks That Talk Loud, Even Without a V8

If anything, Dodge knows how to make an entrance, and the Charger Daytona’s design doesn’t shy away from theatrics. The R/T trim, particularly in Redeye, is a standout with its sharp lines and those 20-inch Blacknoise wheels. The see-through grille directing air to the hole on the sculpted hood is an EV-specific feature, as the gas-guzzling Charger needs this space for the engine. The ICE model stands out with its larger bumper intakes and proudly displayed exhaust pipes.

For the Scat Pack, Dodge leans into sporty touches like the “Stage 2” bee emblem on the profile. It also features a lip spoiler at the rear and Brembo brakes with red calipers, included as part of the standard Track Pack. The gallery showcases it in the After Dark (blue) color, alongside other options like White Knuckle (white) and Triple Nickel (silver). These represent just a few of the available colors in Dodge’s official configurator.

The Interior: Muscle Car Meets Tron

Step inside, and it’s like the Charger Daytona has been to a high-end spa and gotten a full digital detox. The cockpit has ditched the dated Challenger vibes for a much slicker (and welcome) setup. The cockpit rocks a 10.25-inch instrument cluster (upgraded to a 16-inch unit in the Scat Pack) and a 12.3-inch infotainment display. The high-mounted center console sends strong muscle car vibes, even though the EV doesn’t need this for the transmission tunnel.

More: How Does The 2024 Dodge Charger Coupe Compare To The Challenger?

The ambient lighting on the dashboard and door cards gives a futuristic tone to the cabin. Furthermore, the Scat Pack has sports seats with integrated headrests, which are upholstered in suede and Nappa leather.

EV Options With AWD

The Charger Daytona rides on Stellantis’ STLA Large platform, which accommodates both electric and ICE versions. The EV models are powered by dual motors, meaning all-wheel drive comes standard. However, this setup has drawn criticism in early reviews, particularly for the absence of the signature V8 rumble. Dodge’s solution—the Fratzonic Chambered Exhaust, a system that cranks out artificial engine noises—is certainly loud and distinct, but it remains a divisive feature, to say the least.

More: 2024 Dodge Charger Shows Its Wild Side In Widebody And Demon Renders

In the R/T, the combined output is 456 hp (340 kW / 462 PS), while the Scat Pack increases power to 630 hp (470 kW / 637 PS). Additionally, the PowerShot function provides access to a beefier 496 hp (370 kW / 503 PS) in the R/T and 670 hp (500 kW / 679 PS) in the Scat Pack, though it lasts for only 15 seconds each time.

Both EV trims are equipped with a 100.5 kWh battery pack, providing a respectable driving range of 317 miles (510 km) in the R/T and 260 miles (418 km) in the Scat Pack.

Pricing of the Dodge Charger Daytona starts at $59,595 for the R/T and at $73,190 for the Scat Pack.

ICE Is Not Dead (Yet)

While the fully electric muscle car was the first to arrive, the most anticipated version of the new Dodge Charger is the one featuring the twin-turbo 3.0-liter Hurricane inline-six engine. The engine will initially be available in two power outputs, delivering 420 hp (313 kW / 426 PS) and 550 hp (410 kW / 558 PS).

The ICE-powered Charger might have lost the V8 magic of the HEMI-powered Challenger, but it will still satisfy muscle car buyers who don’t want to make the transition to electric. After all, the V8 is out of the question for the new generation, as it would require significant re-engineering in order to fit in the engine bay.

Banshee Power Incoming

Dodge has hinted at some even more bonkers versions of the Charger Daytona in the pipeline, including an EV with the Banshee tri-motor setup. If the concept’s numbers hold up, this thing could crank out a staggering 1,320 hp (984 kW / 1,338 PS), leaving V8-powered Demons and Hellcats sulking in the corner. Whether anyone actually needs that much power is beside the point—this is, America, after all, where “excess” isn’t just a word, it’s a way of life.

Four-Door Charger Sedan

Dodge has confirmed that a four-door Charger version, set to replace the old Charger sedan, is on the way, which means you can haul the kids while pretending you’re Vin Diesel at the same time. Interestingly, both versions of the new model measure 206.6 inches (5,252 mm) long, sharing the same 121-inch (3,074-mm) wheelbase and an identical roofline. This means that the added practicality of the rear doors won’t be combined with extra space for the rear passengers.

Chinese automaker BYD has been aggressively expanding its global footprint, with Brazil being a key part of its growth strategy. However, that momentum screeched to a standstill on Monday when Brazilian authorities halted construction on a new manufacturing plant, throwing the company’s plans into uncertainty.

According to government officials, the construction company responsible for the project, called Jinjiang Construction, treated its 163 workers like modern-day slaves. These workers, reportedly hired in China by a separate firm, were allegedly brought to Brazil through irregular—and highly questionable—means. To make matters worse, over 100 of them had their passports withheld, effectively trapping them in exploitative conditions.

The conditions we’re talking about here are truly brutal. The workers lived on the construction site. The accommodations offered by the company included beds without mattresses and, in one case, one bathroom for 31 workers. As such, an official report from the government says workers would often all wake up around 4 a.m. so that everyone could have access to the restroom before beginning work at 5:30 a.m.

More: BYD To Finalize Location For Mexican Factory This Year

“In one of the rooms, occupied by a cook, pots with prepared food were found left open on the floor, exposed to dirt and without refrigeration, to be served the following day,” says the Public Labor prosecutor’s office.As if that weren’t bad enough, the construction company, Jinjiang Construction Brazil LTD., based in Sichuan, China, evidently made life harder when it came to pay and job freedom.

“The workers were required to pay a deposit, had 60% of their wages withheld (receiving only 40% in Chinese currency), faced excessive costs for terminating their contracts, and had their passports withheld by the company,” authorities added.

These conditions were bad enough that Jinjiang Brazil LTD is now prohibited from continuing its operations. While the workers will remain in the same accommodations for the time being, they are no longer allowed to work for Jinjiang. Authorities are scheduled to meet with BYD and Jinjiang on the 26th to determine the next steps.

Alexandre Baldy, Senior Vice President of BYD Brasil, stated, “BYD Auto do Brasil reiterates its commitment to full compliance with Brazilian legislation, especially with regard to the protection of workers’ rights and human dignity.”

BYD, short for Build Your Dreams, is already the top-selling EV car brand in the country and the new facility was supposed to come online next year. However, it’s now unclear how this controversy will impact the company’s plans moving forward.

Credit: MPT Brazil / HT: SCMP.com

Canoo seems to be up a creek without a paddle. On December 18, the company sent its employees home on a “mandatory unpaid break,” which is set to last through the end of 2024. As of now, the outlook for the EV startup in 2025 remains uncertain. o put it simply, nothing appears rosy for the once-promising electric vehicle manufacturer.

All of this caps off an incredibly challenging year for Canoo. In April, reports revealed that the company spent twice as much on the CEO’s private jet as it earned in all of 2023. By August, it was facing lawsuits for missing payments to a debtor. Then, in November, the company furloughed 23 percent of its staff.

Read: Canoo Furloughs 23% Of Factory Staff After Selling Only 22 Vehicles Last Year

TechCrunch reports that the brand locked employees out of their access to Canoo systems beginning on December 20. Benefits are said to last throughout the rest of the month. On top of this, a new report from KFOR says that Canoo lied about building cars in Oklahoma.

In November 2023, the brand announced it was delivering its first “made in Oklahoma” EVs to the state government. The governor even celebrated the occasion, stating, “For the first time in 17 years, vehicle manufacturing is back in Oklahoma.” However, it turns out that might not be entirely true.

In an interview with KFOR, a former employee of Canoo claims that not a single car was made in the factory there. They also shed some light on the financial trouble the brand is facing. “They hired too many, too quick, and paid too much,” the former employee said. “Everybody was a boss, and everybody wanted to be everybody’s boss… everybody had a director title, so nobody’s doing anything. They have tons of equipment… It looks great. They have literally everything to run an entire assembly line for cars.”

Despite that equipment, they made no bones about where the production cars came from. “I can tell you, those did not come off our assembly line… If you talk to any Canoo employee, they’ll tell you those do not come off the assembly line.”

Read: Canoo Made $886,000 In 2023, Spent $1.7 Million On CEO’s Private Jet

“All those were handmade in Justin, Texas, by a totally separate company called AFV,” the unnamed employee said. “They made them, they handmade them, and then they just brought them here. And most of them, they ended up just getting – like 90 percent of all the vehicles just got decals swapped out on them.”

Notably, the CEO of Canoo, Tony Aquila also owns AFV. Carscoops reached out to the company to get its take on the situation and has not receive a reply as of this writing. 

Tesla’s Cybertruck is supposed to be the future of transportation, a stainless steel creation that promised to redefine what trucks could be. Instead, it’s often making headlines for redefining customer frustration. One brand-new Cyberbeast was delivered to its owner only to start leaking oil almost immediately. After all, when you drop six figures on Elon’s vision of the future, an oil slick in your driveway is exactly what you signed up for.

To make matters worse, Tesla estimates it will take at least a month to fix the issue, leaving the unhappy customer stuck with a Nissan loaner in the meantime. On top of that, the company reportedly refused to provide a refund or offer a replacement Cybertruck.

More: Pothole Snaps Cybertruck Frame Leading To $34,000 In Repairs, Owner Still Sings Its Praises

The owner of the Cyberbeast, who chose to remain anonymous, shared his story with the nearly 240,000 members of the Tesla Cybertruck Group on Facebook, complete with a few photos documenting the unfortunate leak.

“My brand new Cyberbeast is 3 days old and already having major issue after just one night at home – there’s oil all over the place from the back of the truck (maybe half a gallon per day),” the owner wrote in the post. “According to Tesla, they need to take it back in for service for at least a month or more. It looks like it’s losing drive train oil.”

Photos: Tesla Cybertruck / Facebook

The owner added: “The problem is, I haven’t even driven it once. What should I do? I think Tesla must buy it back and get me a new one. For now, I’m stuck without a truck driving a loaner Nissan they gave us and still have to make a payment! They won’t give me my money back only after they fix it give it back to me and then they can ask their legal department for a buy back… a nightmare”

While electric vehicles don’t require regular oil changes like their internal combustion engine (ICE) counterparts, they do rely on lubricants for high-friction components like electric motors and single-speed transmissions. When something goes wrong, those lubricants can spill out, leading to a situation like this one.

Read: Cybertruck Owner Fixes Problem Tesla Dealer Couldn’t Solve With A $13 Amazon Part

It’s easy to sympathize with the frustration of dealing with a major issue on a truck you’ve never even had the chance to drive. Hopefully, Tesla will not only resolve the problem but also work to prevent similar incidents in the future.

Interestingly, this isn’t the first time a Cybertruck has been reported leaking oil. In a previous incident, a small rock reportedly struck a hole in the electric motor’s housing during light off-roading, causing a similar issue. That repair came with a $7,660 bill, which the Tesla dealer refused to cover under warranty.

Muscle car enthusiasts in Europe and the Middle East will soon gain access to Dodge’s full range of new Charger models, with sales expected to begin late next year, Stellantis confirmed to Carscoops. While it won’t do much to quell the controversy among traditionalists over the retirement of the Challenger name, the phasing out of the Hemi V8, and the introduction of a battery-electric powertrain, it does signal Dodge’s attempt to dip its toes into export markets.

We reached out to Dodge to ask whether the new Charger would be offered in markets outside North America. “The Dodge Charger will also be sold in the Middle East beginning in the second half of 2025,” a Stellantis spokesperson told us. “It will be available through importers in Europe, also in the second half of 2025.”

Read: Dodge Dealers Already Discounting New Charger Daytona EV Under MSRP

While Dodge has yet to specify which versions of the Charger will be the first to go on sale in these markets, the spokesperson confirmed that all four variants—including two- and four-door body styles, available with both internal combustion engines and EV powertrains—will eventually be offered in both regions.

First EV Charger: The Daytona

The first new-age Charger to launch in the United States is the two-door Charger BEV, known as the Charger Daytona. It’s available in two configurations. The base model features a pair of electric motors producing 456 hp and 404 lb-ft (547 Nm) of torque, powered by a 100.5 kWh battery pack. For power-hungry enthusiasts, the flagship Daytona Scat Pack offers a more robust 630 hp and 627 lb-ft (849 Nm), propelling it to 60 mph (96 km/h) in just 3.3 seconds.

ICE Lives On: Hurricane Powertrains

For those craving the visceral thrill of a gas-powered engine, two ICE versions of the Charger coupe and sedan will be available down the line, both equipped with the Hurricane 3.0-liter inline-six engine. Offered in two configurations, the standard-output and high-output, the base model generates 420 hp and 470 lb-ft (637 Nm), while the more powerful version ups the ante to 550 hp and 550 lb-ft (746 Nm).

Unfortunately for purists, it doesn’t look like a manual gearbox will be part of the lineup. Instead, both models are expected to feature the new 880RE eight-speed automatic transmission, based on the fourth-gen ZF unit that replaces the outgoing TorqueFlite 8HP70 found in the previous Charger and Challenger.

As for US availability, Dodge has yet to confirm when buyers can expect the Charger Sixpack to hit dealerships. However, recent reports suggest its local launch may have been moved up to early 2025 after pressure from Dodge dealers. Do note, though, that these reports emerged before the abrupt resignation of Stellantis CEO Carlos Tavares, meaning the timeline could still shift as the company adjusts to its leadership changes.

Toyota plans to open a factory in Shanghai around 2027 to build next-generation Lexus EVs. The new manufacturing facility will serve an important role in Toyota’s planned Chinese expansion as it aims to double local production by the decade’s end.

The Japanese carmaker will be alone in building this new Chinese plant, rather than through a joint venture, like its existing FAW Toyota or GAC Toyota businesses. This could make it the first Japanese carmaker to have a plant in China, underlining the importance of the world’s largest car market.

Read: Toyota Wants To Build Up To 3 Million Cars A Year In China By 2030

While details about the factory are few and far between, Nikkei Asia notes that Lexus wants 100% of its global sales to come from EVs by 2035 and is aiming to sell 1 million EVs by 2030. The brand sold roughly 180,000 vehicles in China last year and whereas most other Western carmakers have struggled through 2024, Lexus sales were up 3% from last year.

Prior to 2018, foreign carmakers wanting to establish manufacturing sites in China had to partner with a local firm. However, brands can now enter the market without a joint venture. Building a plant in China will help Toyota benefit from the cheap, skilled, and efficient local labor force needed to manufacture EVs.

Nikkei Asia did not specify which Lexus EVs will be built at the Shanghai plant but it could be the production versions of the LF-ZC and LF-ZL concepts. The two new models are underpinned by a next-generation EV architecture featuring gigacasted modular front, center, and rear portions. By using structurally independent front and rear sections, Lexus will be able to integrate new and improved batteries when they become available.

The launch of these new models has been pushed back from 2026 to 2027, which lines up nicely with the planned opening of the Chinese site.

Mercedes-Benz is working on both ICE and EV versions of the next-generation GLB, and the electric variant has been spotted testing for for the first time. It’s expected to hit the market in 2026 and while it’ll have a similar boxy shape to the outgoing model, it will have all-new underpinnings.

This prototype may be covered in camouflage, but some black tape across the front end hints at the shape of the new grille. Whereas the current GLB has a single horizontal slat across the grille, this new one appears to have three, but importantly, the grille itself doesn’t appear to be any bigger.

Read: 2026 Mercedes GLB Spied With New Styling And Both EV And Gas Power

The new headlights include LED daytime running lights shaped like a three-pointed star, mimicking a design first previewed by the CLA Concept, which will become a common styling trait among every next-gen Mercedes model. Elsewhere, a panoramic glass roof is visible on this prototype, as are silver roof rails.

As with the current model, the glasshouse will remain quite large while the new taillights extend across the rear quarter panels, and their shape is hidden quite well but a combination of camouflage wrap and dummy panels.

The spy shots also offer a glimpse of the interior, where part of the digital gauge cluster is visible. Mercedes is doubling down on its seamless dashboard design, which integrates both the gauge cluster and infotainment screens into one panel, for a clean, modern layout.

Powertrain and Performance

Underpinning the new GLB will be the all-new MMA platform, which will be also used in the next Mercedes-Benz CLA. Electric models will feature an 800-volt electrical architecture that should offer an impressive 320 kW charging speed, capable of adding ~248 miles (400 km) when plugged in for just 15 minutes at a rapid DC charging station. At least two different battery packs are expected, and the longest-range model could offer a driving range of up to 466 miles (750 km) on a single charge.

What About The ICE Model?

For those who still prefer the hum of a combustion engine, the ICE-powered lineup will feature a mild-hybrid 1.5-liter four-cylinder gasoline engine paired with a small electric motor within an eight-speed dual-clutch automatic transmission. The engine will be available in different outputs: 134 hp (136 PS), 161 hp (163 PS), and 188 hp (190 PS), with an additional 27 hp (20 kW) from the electric motor. Later on, we should see AMG performance version, likely incorporating hybrid assistance to provide extra power.

The Leapmotor C10 lineup is expanding as the company has announced a new range-extended variant, ahead of its debut at the Brussels Motor Show. It promises to combine the “benefits of electric vehicles and traditional gasoline cars, offering extended range and superior fuel efficiency.”

Starting under the hood, there’s a 1.5-liter engine, a 28.4 kWh battery pack, and a 212 hp (158 kW /215 PS) electric motor. The battery provides an electric-only WLTP range of 90 miles (145 km), while the engine increases that distance to over 590 miles (950 km) combined.

More: New Leapmotor B10 Goes After Europe’s EV Market With Stellantis In Its Corner

Leapmotor didn’t go into many specifics, but said the crossover primarily operates as an electric vehicle. When the battery becomes low, the internal combustion engine activates to generate electricity and recharge the battery. The company added that in combined mode, the model has a fuel consumption rating of 0.4 L/100 km and CO2 emissions of 10 g/km.

If you’d prefer not to use gas, a DC fast charger can deliver approximately 45 miles of range (72.5 km) in 18 minutes.

We can expect to learn more next month, but the C10 REEV presumably echoes the fully electric variant. This means we can expect LED headlights, a panoramic glass roof, and 18-inch wheels. They’re joined by privacy glass and flush-mounted door handles.

The interior is a tad plain, but C10 buyers will find power front seats, a wireless smartphone charger, a 12-speaker audio system, and a 14.6-inch infotainment system. German customers can also get a higher-end variant that has heated and ventilated front seats, an ambient lighting system, a power liftgate, and larger 20-inch wheels.

Hyundai EV owners are getting a last minute Christmas gift in the form of a North American Charging Standard (NACS) adapter. It will be free to customers who have purchased or leased an eligible vehicle on or before January 31, 2025.

The adapter will enable users to charge at over 20,000 Tesla Superchargers. In order to secure one, owners will need to log into the MyHyundai portal and make a request starting in the first quarter of 2025. Hyundai will then ship out the adapter at no charge.

More: 2025 Hyundai Ioniq 5 Packs More Range, NACS Port And New XRT Trim

Eligible models include the 2024 and earlier Kona Electric, Ioniq hatchback, Ioniq 5, and Ioniq 6. They’re joined by the 2025 Ioniq 5 N, 2025 Ioniq 6, and 2025 Kona Electric. The 2025 Ioniq 5 is absent from the list as it’s the first non-Tesla vehicle on sale to have a factory-installed NACS port.

Hyundai Motor North America’s senior vice president of product planning and mobility strategy, Olabisi Boyle, said “These adapters will make DC fast-charging more convenient for current owners. Plus, the NACS port on new models like the upcoming Ioniq 9 along with improvements to our digital charging ecosystem, will further enhance the customer experience for future EV drivers.”

If you accidently lose your adapter or forget to request one, they’ll be available to purchase at Hyundai dealers in the future.

In related news, Genesis announced it is also participating in the program. Details will be released early next year, but it will likely benefit owners of the GV60 as well as electric versions of the GV70 and G80.

Kia America announced their program last fall and it will see EV6 and EV9 owners receive an adapter early next year. They’ll then gain access to Tesla’s Supercharger network around January 15.

Hertz is culling its portfolio of EVs in response to the sharp depreciation affecting some of its most popular models, including the Tesla Model 3. In what appears to be an aggressive effort to offload these vehicles, the rental giant has begun reaching out directly to customers currently renting them, offering an opportunity to purchase the cars outright on the spot.

While we haven’t been able to find an announcement from Hertz directly regarding the scheme, a Reddit user recently shared a screenshot of an email they received from Hertz while renting a 2023 Tesla Model 3. In the email, Hertz offered the renter the chance to buy the EV for just $17,913.

Read: Hertz Offers Teslas For Under $20K, But You Probably Shouldn’t Jump On It

The renter says the Model 3 they rented had less than 30,000 miles (~48,000 km) on the clock, and having the opportunity to buy it at that price sounds like a steal. Last month, we published a story about many of Hertz’s Tesla Model 3s being sold, but none of them were this cheap. A look through Hertz’s current inventory shows it has three 2022 Model 3s available for less than $20,000. However, they all have over 130,000 miles (~209,000 km) on the clocks.

The Redditor hasn’t said if they jumped on the offer to buy the relatively low-mileage Model 3 for just $17,913, but if Hertz has promoted similar offers to other renters, we suspect they’ll be plenty that consider deals like this too good to pass up.

Of course, buying an ex-rental car comes with inherent risks, as it’s almost guaranteed that these vehicles have been driven hard. It’s also worth noting that the Tesla’s battery is warranted for 8 years or 100,000 miles (whichever comes first) for RWD models. Purchasing a vehicle still within this warranty period is highly advisable, as battery replacements are among the most expensive repairs EV owners can face.

Another user from the same subreddit says they recently rented a Polestar (presumably a Polestar 2) and were sent a similar email, offering them the chance to buy it for $28,500. While we don’t know how many miles it had on the clock, that offer doesn’t seem like such a good deal. A browse through Auto Trader reveals dozens of Polestar 2s available across the US for less than $25,000, many of which have less than 20,000 miles on the clock, making the Hertz offer seem far less competitive by comparison.

Nissan is in a spot of bother at the moment. Not only does it plan to cut jobs and delay the launch of several new models, but it also plans to merge with Japanese rival Honda to stay afloat. That’s a shame because Nissan has some solid models in its lineup, including the all-electric Ariya, which has just been confirmed for the 2025 model year.

Earlier this year, Nissan USA slashed starting prices for the 2024 Ariya by as much as $6,000. For 2025, it has slightly increased prices but the electric SUV remains significantly cheaper than it was in 2023. The automaker has also reduced the number of variants available in an effort to streamline the model range.

Read: Your Questions About The Nissan Ariya EV Answered

Still sitting at the entry point of the Ariya range is the Engage FWD. The cheapest Ariya started at $39,590 for 2024, but this year that price has been adjusted to $39,770. It’s available with the entry-level battery pack with a nominal capacity of 66 kWh and a usable capacity of 63 kWh. Interestingly, Nissan is now marketing the battery as a 66 kWh unit despite previously referring to it as a 63 kWh pack.

An all-wheel-drive version of the Engage is also offered, priced at $43,770 compared to $43,590 for the previous 2024 model. Nissan ditched the Venture+ FWD from earlier this year, which served as the base model with the larger 91 kWh (nominal / 87 kWh useable) battery pack. Whereas it had started at $41,190, now the most affordable 91 kWh model is the Evolve+ FWD, priced at $44,370. Sitting above are the Engage+ e-4ORCE ($45,370), the Evolve+ e-4ORCE ($48,370), and the Platinum+ e-4ORCE ($54,370).

2025 Nissan Ariya

No significant upgrades have been made to the 2025 model, although all models now receive wireless phone charging. Nissan Ariya owners can also now access 17,800 Tesla Superchargers across the US. Those who want to use the network must pay $235 for a North American Charging Standard (NACS) adapter kit. From next year, the Ariya will be built with an NACS plug, eliminating the need for this adapter.

Nio has finally launched the much-anticipated Firefly brand in China, which will be targeting the most affordable corner of the EV market. Its first model is a small electric hatchback with swappable batteries, aimed at global markets including Europe, Latin America, and Southeast Asia.

Firefly EVs will be positioned below the Nio and Onvo in terms of size, features, and pricing. The goal of the brand is to make “small, electric high-end cars accessible to a broader audience”.

More: Is BYD Making A Cutprice Electric Porsche 911 Rival? (New Photos)

The urban hatchback is simply known as the Firefly. Responsible for its design is ex-BMW and Ford designer Kris Tomasson. The exterior has a few references to the discontinued Honda e, with a similar greenhouse, a black-finished roof, and matching pillars. The signature trait of the Firefly is the three-piece circular LED headlights and taillights that look like iPhone cameras.

Other highlights include the flush door handles, the six-spoke wheels, and the clean surfacing. According to Firefly, the plastic cladding on the lower part of the bodywork is made from a sustainable material. The company didn’t reveal the dimensions of the EV, which looks like a rival to the likes of the BYD Dolphin, Citroen e-C3, Fiat Grande Panda, and Renault 5.

The latest Chinese EV features a 92-liter (3.2 cubic feet) frunk with layered storage and a drainage function, which is larger than what you get in most EVs. This is combined with a boot that can reach up to 1,250 lt (44 cubic feet) when the rear seats are folded flat. There are no photos of the interior, but earlier spy shots revealed a minimalist dashboard with a Tesla-style infotainment touchscreen and a digital instrument cluster.

Firefly claims that the turning circle of 9.4 m (30.8 feet) and the “multi-scene automatic parking assist function” will make it easy to navigate the EV in tight urban areas.

The EV has been engineered to score five-star ratings on the C-NCAP and Euro-NCAP tests. This was made possible thanks to the extensive use of high-strength steel and aluminum comprising 83.4% of the body structure, double anti-collision beams in the front doors, and nine airbags as standard, and claims to offer the best torsional stiffness in its segment (35,700 Nm).

Details about the electric motors and battery pack have yet to be announced. However, we know that the latter will be swappable, although not compatible with the existing battery swapping stations of Nio and Onvo due to its smaller size.

The Firefly is already available to pre-order in China for ¥148,800 ($20,400), ahead of its official market launch in April 2025. The model will reportedly roll out in Europe in the first half of 2025, where it is expected to be more expensive. As reported by Car News China, Nio wants the products of the Firefly brand to be available in 25 countries by the end of 2025.

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Remember when Hyundai was just that “nice but boring” carmaker your parents trusted for reliable grocery getters? Well, those days are officially dead and buried, now being quietly mocked in a corner by the Ioniq 5 N, a 601-horsepower slap in the face to the idea that electric cars are all glorified appliances. This EV doesn’t just exist; it barges into the room, shotgun in hand, and demands your attention.

It’s not just that the Ioniq 5 N is fast—although it’s stupid fast—it’s that it manages to cram a level of driving engagement into its hefty, practical frame that feels borderline illegal. On paper, it’s the kind of car that seems destined to make you question your loyalty to internal combustion. But promises on paper don’t always hold up in the real world, so we spent a week living with this modern muscle EV to find out if it’s truly the game-changer Hyundai claims, or just a flash in the pan with a fading battery.

QUICK FACTS

Photos Brad Anderson/Carscoops

We first drove the car during its Australian launch in February on several twisty roads and a racetrack and were blown away. However, it’s difficult to thoroughly test a car for just a few hours on the road and on a track. You have to actually live with it to understand it and accurately determine what’s good and what’s not so good about it. As such, we recently spent a week with the Ioniq 5 N to see how it deals with the rigors of everyday life and to discover if it is indeed the game-changing EV we thought it was after our initial test.

What makes it special?

The Ioniq 5 N is unlike anything else Hyundai’s N division has built before it. Prior to this car’s launch, N had only ever made hot hatches/sedans and a hotted-up version of the Kona crossover. All of its other cars produce between 201 hp and around 280 hp. So when it was revealed the company was launching a car with horsepower and performance to rival a Porsche Taycan, the world took notice.

More: 2025 Hyundai Ioniq 5 N Launched In Korea With Enhanced Drift Function And More Standard Kit

A key reason why the Ioniq 5 N is special is its powertrain. An 84 kWh battery pack is found beneath the skin and mated to two electric motors. A front-mounted motor delivers 235 hp (175 kW) and 370 Nm (273 lb-ft) of torque, while located at the rear is a punchier motor with 406 hp (303 kW) and 400 Nm (295 lb-ft). All up, the EV churns out 601 hp (448 kW). An extra 40 hp is unlocked when using the N Grin Boost function for 10-second bursts.

When jumping back behind the wheel of the car for the first time in more than 6 months, the immediacy and sheer power of the thing reminded me of just how exhilarating driving a high-powered electric car can be. If you’ve never experienced this feeling, do yourself a favor and try to arrange a test drive of a fast EV. Launching off the line in a car like this Hyundai feels akin to being on the world’s quickest rollercoaster, slamming your head back into the seat and making your face feel like Jell-O.

The carmaker says the Ioniq 5 N can hit 62 mph (100 km/h) in just 3.4 seconds, but we managed to record a best time of 3.1 seconds. That’s the same time we set with an Audi RS e-tron GT a few months ago and exemplifies the league of performance cars that the Ioniq 5 N can compete with.

Limited range but quick charging

Of course, performing successive launches in the 5 N quickly depletes the battery pack. Hyundai’s official claim is that the car can travel up to 448 km (278 miles) on a charge, but that’s almost impossible to achieve in the real world. Based on our experience, owners who drive their vehicles in urban environments, through city streets, and along highways, may get around 350 km (217 miles) if they’re having a little bit of fun on the way and tapping into the EV’s performance.

Photos Brad Anderson/Carscoops

While such a range figure isn’t terrible, it’s also not great. After all, the Ioniq 5 N is not a lightweight, two-door sports car that owners may use a few times a month. It is a big, practical family car that should be able to do everything a family car can, including long road trips, something it struggles with in Australia given the country’s woeful network of EV chargers. The limited range won’t be such a big deal in other markets, where 350 kW DC fast chargers are more readily available. Plugged in, it can be charged from 10-80% in just 18 minutes.

More: Hyundai Ioniq 5 N Is An Unlikely Rival To Audi’s RS7 Performance

During our time with the Ioniq 5 N, we were able to find a 350 kW charger and plugged it in for 25 minutes. In that time, the charger delivered 57.61 kWh of energy, which is about 68% of the pack’s total capacity. Charging speeds peaked at just shy of 240 kW, making this one of the quickest-charging EVs out there.

Superb handling, lots of modes to choose from

One of the most impressive things about the Ioniq 5 N is its handling. Despite weighing 2,230 kg (4,916 lbs), it hides its weight very well and loves nothing more than being hustled up a mountain road. The grip is absolutely tremendous and it’s very difficult to unsettle the car no matter how bad the road surface may be, a testament to the engineers who tuned the suspension.

Photos Brad Anderson/Carscoops

However, like other Hyundai N products, the adjustable suspension is best left in Normal mode as the Sport and Sport+ settings are too firm for the road. Similarly, the steering’s Normal mode is best and becomes too heavy in other modes. Some of the Ioniq 5 N’s dizzying array of driving modes and features are largely useless on the street. These include things like the N Drift Optimizer, N Torque Distribution that allows you to adjust the front and rear power bias, N Pedal, which maximizes brake regeneration, and N race modes.

Excluding these modes, there’s still plenty to play with. One of the Ioniq 5 N’s most recognizable features is N Active Sound+, which offers three different sound profiles. The first – and most interesting – is Ignition that aims to mimic the sound of Hyundai N’s combustion models. It does a good job of recreating the sound of an engine but does sound a little too much like you’re gaming on a PlayStation. One mode that’s hard to critique is N e-Shift, as it does a brilliant job of imitating an eight-speed dual-clutch.

One of the best things about all these modes is that they can easily be switched off, making the Ioniq 5 N feel quite docile and perfect for cruising around town. While the ride is firm even in its softest setting, the car feels right at home on suburban streets and is just as good at fetching groceries as it is embarrassing supercars from the traffic lights.

Hyundai has also equipped the Ioniq 5 N with Highway Driving Assist 2. This system includes adaptive cruise control with stop-and-go and lane-centering assistance like previous iterations of the tech suite but adds highway lane change assist. If you’re on a multi-lane highway with well-marked lines, all you have to do is flick on the turn signal, and the car will automatically change lanes for you. The system works well, although its usefulness is up for debate.

The tires don’t last

One of the key advantages of EVs is that they generally require less mechanical upkeep than combustion-powered cars. While that will probably also hold true for the Ioniq 5 N, this thing will chew through tires like you wouldn’t believe.

More: Hyundai Ioniq 5 N Sets New EV Records At Pikes Peak

As standard, it comes standard with specially-developed Pirelli P-Zero Corsa tires measuring 275/35 ZR21 at all four corners. These tires provide monumental levels of grip but have an almost unbelievably low treadwear rating of just 80. By comparison, typical Michelin Pilot Sport 4S tires have a treadwear rating of 300, and even competition-spec semi-slicks like the Toyo R888R have a 100 treadwear rating. It’s hardly a surprise then that our test car, with less than 7,000 km (~4,300 miles) on the odometer, only had about 1 mm of tread left.

Photos Brad Anderson/Carscoops

A spacious cabin, but with lots of hard plastics

The cabin of the Ioniq 5 N is good, just like the regular model. It’s a little bit of a shame Hyundai has ditched the sliding center console of the standard car in favor of a fixed unit and the fact the seats are manually-adjustable at this price point feels a little cheap. On the flip side, the front seats themselves are very comfortable over long journeys and also hold you in position well.

The 3,000 mm (118-inch) wheelbase means rear passengers have plenty of legroom, and a tilt function for the backrests is a nice feature. With a flat floor, it’s also possible to ferry three adults in the rear in relative comfort. Rear cargo space is only okay at 480 liters (16.9 cubic-feet) and is 80 liters (2.8 cubic-feet) less than the standard Ioniq 5. There’s also no frunk, as the N’s sound generator is located up front. There’s also too much hard, black, scratchy plastic found throughout. It’s fine on a regular car but isn’t so nice when you’re spending AU$120,000 (~$76,800).

Verdict

As is often the case, living with the Ioniq 5 N revealed a few minor foibles that we didn’t notice when first testing the car. Despite these imperfections, though, it’s still an absolute animal that provides great driving thrills, proving that EVs don’t have to be boring.

As a technical exercise, it’s remarkable and will likely remain the driver-focused EV benchmark in its segment until someone comes up with something even better. But we wouldn’t buy one. We’d rather get an i30 N Sedan and pocket the extra AU$60,000 (~$38,400).

Photo Credits: Brad Anderson/Carscoops

While Brabus is best known as a premier aftermarket Mercedes-Benz tuner, it has also maintained a 50:50 joint venture with Daimler since 2001, channeling its expertise into customizing models from the Smart family. Brabus, the same brand responsible for turning AMG monsters into even bigger monsters, has now turned its attention to the Smart #3 that benefits from a raft of modifications.

It goes squarely against the class-leading Tesla Model Y Performance, but also rivals slightly more premium offerings like the BMW iX3 and Genesis GV60 Performance. It’s just landed in Australia and is being sold online and through Mercedes-Benz dealerships nationwide. Does it have the goods to be a serious player in this segment?

QUICK FACTS

Photos Brad Anderson/Carscoops

Competitive Pricing

On price, the #3 Brabus is a compelling option, something I’d never thought I’d say for a vehicle that’s half German. This flagship model starts at AU$70,900 (~$45,200), making it quite a bit pricier than the entry-level Smart #3 starting at AU$57,900 (~$36,900), and the mid-range Smart #3 Premium, which kicks off at AU$61,900 (~$39,500). However, when you look at the competition, the Brabus starts to make a lot of sense.

Locally, a Tesla Model Y Performance starts at AU$84,700 (~$54,000), and while it has a little bit more power, it’s not as quick as the Brabus. Other alternatives are significantly more expensive, including the entry-level BMW iX3 (AU$89,100 / $36,900) and the much more premium Genesis GV60 Performance, which starts at around AU$110,000 (~$70,000). A compelling alternative to the Brabus #3 that will launch shortly is the mechanically-related Zeekr X.

Both the Smart #3 and Zeekr share the same platform, as does the Volvo EX30, and the equivalent flagship X AWD will start at AU$64,900 (~$41,400). For now, however, the Brabus is hard to beat in terms of price and performance.

Photos Brad Anderson/Carscoops

Smart Nailed The Quality

Smart has done a fine job of making the #3’s interior feel fitting of the price tag. It’s a lot more interesting than the bland cabin of the Model Y and is mostly covered in nice materials. Admittedly, there’s a little too much hard black plastic on the door panels, but the rest of the interior does have a German and premium feel to it.

Immediately catching the eye is the layout of the #3. The trio of circular air vents in the center of the dashboard are classic Mercedes-Benz and the central spine running from the dash to the center console is finished in plastic with a silver finish, aiming to imitate metal. It does a pretty good job, and hidden behind a flap under the air vents is a wireless phone charger and two USB ports. The cup holders are also hidden beneath a sliding cover.

Standing out is a 12.8-inch tablet-like infotainment system. It takes after Tesla and many Chinese cars, adopting an operating system more reminiscent of a smartphone than a normal car system. That means it’s filled with an array of different menus, display screens, and seemingly endless settings. I didn’t like it when I first got in, but after two days or so, I was won over. Less tech-savvy buyers may have a harder time, however.

Photos Brad Anderson/Carscoops

The main display screen consists of a handful of widgets, including one shaped like the Earth for navigation, a media screen, details about driving consumption, weather, and your current driving mode. Scroll over, and you’re taken to an apps screen. Important vehicle settings are then accessed by pressing the vehicle button on the bottom right of the screen, while a strip of handy shortcuts house all the climate control settings.

Read: Smart #3 Brabus Gains Extra Dose Of Brabusness

Positioned below the screen are six shortcut buttons, although they don’t provide haptic feedback, which is a shame. The most important is positioned on the far left and includes quick settings to the lane assist, auto hold, electric parking brake, rear foglight, hill descent control, traction control, and a setting for the one-pedal driving mode, known as s-Pedal. You can also choose between three other regenerative braking settings and enable the ‘Rocket Launch’ control system on this screen. A separate shortcut is used to toggle between the driving modes. Both wireless Android Auto and Apple CarPlay are standard.

A Spacious And Well-Equipped Cabin

Positioned in front of the driver is a three-spoke steering wheel with metal spokes and bathed in black leather and Alcantara. There’s also a narrow instrument display that shows important information like your speed, range, and multimedia. It’s not as good as a full instrument cluster, but it’s better than nothing (like in a Tesla). A large head-up display is also a nice feature you won’t find in a Model Y.

The front seats are electrically adjustable, offer plenty of adjustment, and have heated and cooled functions. They also have quite an intriguing shape and are wrapped in plush leather and Alcantara. As for the second row, legroom is good even for taller passengers. The headroom is adequate but not as good as a Model Y, although that’s hardly a surprise given the car’s slightly lower roofline. Other nice touches include metal speaker grilles and door handles – not something you’ll always find at this price point.

Photos Brad Anderson/Carscoops

Other welcome features of the cabin include a decent 640-watt Beats audio system and a 360-degree camera. A highly configurable ambient lighting system, very similar to those of current Mercedes-Benz models, is also standard.

All Brabus #3 models also have a massive panoramic glass roof as standard. Unfortunately, Smart has taken a leaf from the Tesla playbook and has not provided a sunshade for this glass panel. While it’s well-tinted, heat still gets in, and it doesn’t completely block out the sun, which is annoying on hot summer days.

All of the climate control settings are housed within the screen. While they’re easy to access, the icons you have to press are a little too small, making it annoying while on the move. Settings for the seat heating and cooling are miniature.

Storage is adequate with a 370-liter (13 cubic-foot) boot or 1,160 liters (40.9 cubic-feet) with the rear seats folded down. There’s also a hidden cubby at the back for charging cables and a 15-liter (0.5 cubic-foot) frunk.

Photos Brad Anderson/Carscoops

Great Performance, But Could Do With Stickier Tires

The Brabus #3 is a good drive but does have some peculiarities. All #3 models feature a 66 kWh lithium nickel cobalt manganese battery pack under the floor that drives a pair of electric motors. All up, the EV delivers a punchy 422 hp (315 kW) and 543 Nm (400 lb-ft) of torque, allowing it to hit 100 km/h (62 mph) in 3.7 seconds (the same as a Model Y Performance), according to Smart. We recorded a best time of 3.59 seconds with a GPS timer and the ‘Rocket Launch’ setting enabled.

In typical EV fashion, it fires off the line with impressive pace, having no struggle putting all of its power to the ground. When seeking the best performance, it’s a good idea to select either the Sport or Brabus driving modes, as they sharpen up the throttle response and unleash all the power. Eco and Comfort modes are also offered, which are better suited to everyday driving.

The steering feel is next to non-existent, although it does tighten up in the sportier of the four steering settings. Even still, it can be a little tough to feel what the front tires are up to. Speaking of the tires, they’re Continental EcoContact 6Qs at all four corners, measuring 245/40 R20. While they are quiet, they have been designed for economical driving and aren’t all that well-suited to the Brabus. Push the SUV hard into a corner, and the tires will start to slip and screech quite quickly. We’d prefer some slightly stickier tires to come standard.

The ride is good. Plenty of EVs are too stiff, but the #3 is comfortable and plush. It’s not quite as soft as a Model Y, however.

Lots Of ADAS – And A Few Foibles

Four different levels of regenerative braking are available, including a one-pedal mode known as s-Pedal. During my week with the Brabus, I predominantly drove it in s-Pedal mode, and it works just as advertised. If driven with the brake regen in the low, medium, or high settings, the feel through the brake pedal can be a little inconsistent. It seems like the car will subtly and quickly grab the brakes, then release them, and then grab them again, repeatedly, even if you keep consistent pressure on the pedal. It’s hard to pick, and most drivers probably won’t even notice, but it suggests some additional fine-tuning is needed to smooth out the transition from the brake regen to the friction brakes.

We also experienced a couple of small electronic issues. The car repeatedly displayed a warning saying the driver monitoring system was blocked, even though it wasn’t. Additionally, the one-pedal driving mode would sometimes work seamlessly in the Sport and Brabus driving models, while other times, it wouldn’t slow the EV to a stop. There’s also an annoying chime whenever you exceed the speed limit, and it has to be disabled each time you drive.

Plenty of driver-assistance systems come standard, including adaptive cruise control and self-steering on highways. This system performed flawlessly on the highway during our week with the EV. During everyday driving, the lane-keeping assistant can be a little over-eager to provide steering corrections but can be easily disabled with two presses of the screen.

Verdict

Overall, I was pleasantly surprised with the driving experience offered by the Brabus #3. It’s just as quick as some more expensive rivals, is smooth and quiet on the daily grind, and looks very stylish.

A downside of the small 66 kWh pack is the limited range. Smart says it’ll do 415 km (258 miles) on a charge, but a figure of around 350-370 km (217-230 miles) is more accurate if driven sedately. We averaged 19.2 kWh/100 km during our time with it. If it had a bigger battery pack, nearer the 80 kWh mark to boost the range to 450 km – 500 km (280 – 311 miles), the Smart #3 Brabus might be the best option in this segment. As it stands, it’s an excellent buy for the money – just make sure you have a home charger.

Photos Brad Anderson/Carscoops

Subaru has introduced the 2025 Solterra and announced pricing will start at $38,495 before a $1,420 destination fee. That’s a $6,500 drop, but the delivery fee climbs $75.

Thanks to the change, the Solterra Premium costs less than the Toyota bZ4X XLE AWD. That model begins at $39,150 and has a $1,395 destination fee that brings the combined price to $40,545.

More: 2025 Toyota bZ4X Gets $6,000 Price Cut, New Nightshade Edition

Pricing aside, the 2025 Solterra gains a new Onyx Edition. It costs $45,495 and is based on the range-topping Touring trim.

As the name suggests, the model echoes the bZ4X Nightshade Edition and features a host of dark flourishes. This includes black badging and 20-inch wheels with a black finish. They’re joined by an assortment of other black accents including the roof pillars, shoulder line trim, door frames, and rear spoiler. Buyers will also find black StarTex upholstery and black door trim.

All Solterras are equipped with a 72.8 kWh battery pack, which powers a dual-motor all-wheel drive system producing a combined output of 215 hp (160 kW / 218 PS) and 249 lb-ft (337 Nm) of torque. The Premium trim has an EPA-estimated range of 227 miles (365 km), while higher-end variants are limited to 222 miles (357 km) due, in part, to their larger 20-inch wheels.

Speaking of equipment, the Solterra Premium has LED headlights and 18-inch wheels. Customers will also find a 7-inch digital instrument cluster and an 8-inch infotainment system with Android Auto and Apple CarPlay compatibility. Rounding out the highlights are a leather-wrapped steering wheel, heated front seats, and a dual-zone automatic climate control system.

Since EVs aren’t ideal for long distance trips, customers who purchase or lease a new Solterra gain access to the Subaru Just Drive Rental program. Participating Subaru dealers will provide a free car for up to ten days, so you can get something gas-powered for your family vacation.

2025 Subaru Solterra Pricing

Jaguar Land Rover has instructed almost three dozen I-Pace owners in the US to avoid parking their EVs near structures and to limit charging to 80% because incorrectly repaired examples are at risk of catching fire.

This recall follows on from an earlier one impacting 2019 Jaguar I-Pace models. The brand says 34 vehicles in the US have not had software updates correctly installed and have a safety defect that can cause the EVs to catch fire. Impacted models were assembled between February 18, 2018, and March 11, 2019.

Read: Jaguar Is Buying Back 2,760 Faulty I-Pace EVs Over Fire Risk

Jaguar started to audit its previous recall on November 12 and found three vehicles that had not been correctly updated, even though retailers had submitted a claim for the repair to the carmaker. Jaguar has since reviewed the logs across its retail network and found that 34 vehicles continue to represent a safety risk and must be fixed. While there have not been any reports of accidents, injuries, or fires, it’s a fault that owners should take seriously. The recall also comes just a few weeks after Jaguar said it was buying back 2,760 I-Paces in the US that can catch fire.

Dealers will be notified of this latest recall on January 2, while owners will be informed by February 7. Retailers have been instructed to install an interim software update to fix the fault.

Interestingly, JLR first issued this new recall with the National Highway Traffic Safety Administration (NHTSA) on December 12 and did not tell owners to park their EVs away from structures. However, the recall notice was updated on December 17, warning owners of the dangers.

“In line with recommendations made by manufacturers who have had similar issues and until such time as the safety recall remedy has been completed, retailers and customers should park away from structures,” the recall states. “Where possible, vehicles should be charged outside. Customers should also limit their charge to a maximum of 80% until the recall remedy has been completed. The Owner Manual should be consulted to confirm how to monitor vehicle charge level.”