By building its vehicles in Spain, Leapmotor will be able to avoid the hefty 30.7 percent tariffs.
The all-electric B10 is the Leapmotor model that’s most likely to begin production in Europe.
Leapmotor had been building the T03 minicar in Poland, but stopped this April.
In 2023, Stellantis paid €1.5 billion ($1.77 billion) for a 20 percent stake in Leapmotor and acquired a 51 percent stake in its international division, allowing it to sell and distribute the brand’s vehicles outside of China. Now, the tie-up between the two companies is deepening, with confirmation that Leapmotor will be able to build vehicles at one of Stellantis’s factories in Spain.
Stellantis chief executive Antonio Filosa confirmed the news during a recent financial event. While he did not confirm which Spanish factory Leapmotor will be able to use, the move would allow Leapmotor to avoid the hefty EU tariffs applied to EVs from China. Currently, the automaker is subject to up to 30.7 percent tariffs for selling its vehicles locally.
“We have recently announced an industrial partnership to give Leapmotor capacity at one of our Spanish plants to build their cars on their platform,” Filosa said during the event, reports Auto News. “That will start very soon.”
While Stellantis hasn’t said which Leapmotor models will be built in Spain, a recent report indicated that the B10 electric SUV is the most likely candidate. Leapmotor is thought to be investing up to $200 million into one of Stellantis’s Spanish factories to make it happen. Zaragoza has been reported as a potential location for Leapmotor’s local production base, as Stellantis is building a massive battery gigafactory there with CATL, set to open next year.
Leapmotor’s European Plans
Interestingly, Leapmotor had been assembling the T03 minicar at a Stellantis factory in Tychy, Poland. However, production of it ended in April. There were also plans for the B10 to be produced in Poland, but these plans were ditched in 2030.
Leapmotor lifted the veil on the European-spec B10 late last year and recently opened the order books for it. Positioned as a rival to the likes of the Kia EV3, BYD Atto 3, and Honda Kona Electric, the B10 starts at €29,900 ($35,400).
Capri and Explorer EVs are failing to meet Ford’s expectations in Europe.
The company is now eliminating a shift and cutting up to 1,000 jobs.
Ford blamed everything from charging infrastructure to reduced incentives.
Ford’s fiasco in Europe continues to get worse and this time it could cost 1,000 employees their jobs. he workers are based at the Cologne Electric Vehicle Center in Germany, where the Capri and Explorer EVs are assembled. Both models have been struggling to gain traction in the market.
Those two models are essentially reworked versions of the Volkswagen ID.4 and ID.5. The latter was already a niche product and having a Ford version, in the form of the Capri, was a pretty obvious misstep.
Jobs On The Line
Of course, corporate heads rarely roll over these mistakes so workers end up paying the price. In this case, the Associated Press says up to a thousand people could be out of a job. That’s a significant amount as Ford says there are 4,090 employees at the Cologne plant.
This equates to a roughly 25% cut and the company will thin the herd with a combination of buyouts and voluntary departures. However, there’s little doubt that some people will lose the job they’ve been counting on.
Market Realities
In a statement, the automaker blamed the move on electric vehicle demand that was “significantly below industry forecasts.” The Wall Street Journal also reported the company cited evolving regulations as well as a lack of charging infrastructure investment. Some countries have also reduced or eliminated subsidies, making electric vehicles less appealing.
Thanks to this combination of factors, the Cologne plant is reportedly dropping down to one shift beginning in January. It’s the latest setback for workers as Ford announced plans to cut 4,000 jobs in Europe last November.
Rivian has broken ground on their Georgia plant, which was paused in 2024.
Construction is slated to begin next year with production following in 2028.
Facility will build the R2 and R3, and is aiming to make 400,000 units annually.
Rivian’s on-again, off-again Georgia plant is back in motion as the company held a groundbreaking ceremony in Social Circle. However, it was little more than a dog and pony show as construction isn’t expected to begin until 2026.
The money-losing EV company said surprisingly little about the facility, but noted the plant will be built in two phases with each providing 200,000 units of annual production capacity. That’s a combined total of 400,000 units and these vehicles will be sold domestically and internationally.
What Gets Built Here?
Production plans center on the upcoming R2 and R3. Rivian expects the first vehicles from the Georgia facility to appear in 2028, about two years after R2 manufacturing starts in Normal, Illinois.
The facility is expected to span approximately nine million square feet and it will be located on nearly 2,000 acres of land. Interestingly, Rivian envisions the site will have “recreational trails for employees and customers” as well as a “Rivian experience trail.”
Jobs and Promises
Since Rivian was granted a $6.6 billion loan from the Department of Energy in the waning days of the Biden Administration, it comes as little surprise that stakeholders – including Georgia Republicans – promised thousands of new jobs.
These are said to include 2,000 construction jobs and 7,500 plant jobs by 2030. Nearly 8,000 indirect jobs are also expected and Rivian said all these new openings could “generate over $1 billion in labor income annually – supporting suppliers, vendors and small businesses in the local Jasper, Morgan, Newton and Walton Counties and the surrounding region.”
While only time will tell if the plant lives up to expectations, it’s another feather in Georgia’s electric vehicle cap. As we’ve previously reported, the Peach State is also home to Hyundai’s Metaplant, which builds the Ioniq 5 and Ioniq 9.
In a statement, Rivian CEO RJ Scaringe said “We are cementing Rivian’s future at our Georgia plant, helping ensure America maintains its technology leadership and excellence in automobile manufacturing.” He added, “Our Georgia facility will support our global expansion and provide the scale necessary to get millions of future drivers in our incredible all-electric vehicles, both in the United States and overseas.”
Audi’s entry-level electric vehicle has been spied undergoing testing.
The mule is based on the ID.3 GTX and looks rather unremarkable.
Production begins next year and it could ride on the MEB+ platform.
The Concept C stole the spotlight at the Munich Motor Show, but Audi also used the event to highlight an entry-level EV. It’s scheduled to go into production in Ingolstadt next year and slot beneath the Q4 e-tron.
While the company didn’t say much about the new entry-level e-tron model, spy photographers recently caught a mule based on the Volkswagen ID.3 GTX. Unfortunately, there isn’t much to see as the body appears to eschew modifications. In fact, the only changes appear to be sportier wheels and a camouflaged interior.
That leaves us with only hints to work with, but Audi CEO Gernot Döllner has previously described the model as “an electric vehicle in the same class as the A3.” This suggests the car could be called the A3 e-tron, although the A2 e-tron has also been floated as a possible moniker.
There are more questions than answers at this point, but the model will presumably ride on the MEB+ platform, which also underpins the upcoming Volkswagen ID. Polo. The architecture is billed as the “next evolutionary stage” of the electric vehicle platform and is slated to offer two battery capacities as well as four different outputs.
Volkswagen has not shared many specifics yet, but has previously confirmed an ID. Polo GTI with 223 hp (166 kW / 226 PS). We also wouldn’t be surprised to see a variant with 208 hp (155 kW / 211 PS) as was alluded to by the ID. Cross concept.
Shproshots
That being said, the Audi could be significantly larger as the current A3 Sportback measures 171.3 inches (4,352 mm) long. That’s quite a bit bigger than the 160-inch (4,053 mm) ID. Polo and 163.8-inch (4,161 mm) ID. Cross. Of course, it’s also worth noting the ID.3 clocks in at 167.9 inches (4,264 mm).
Details are pretty hazy, but we’ll likely get a better idea of what to expect when fully fledged prototypes start appearing. Given that production is expected to begin next year, this should happen relatively shortly.
This year, an estimated 12.5 million BEVs and PHEVs have been sold globally.
Sales in North America have increased just 6 percent compared to last year.
Dragging North America down has been a decline in sales across Canada.
The automotive industry’s transition to electrification has been a lot rockier than many had predicted due to shifting customer preferences, ever-changing regulatory hurdles, and market-specific demands, forcing carmakers to respond. While the growth in sales of electrified vehicles has slowed somewhat, new data reveals they continue to gain popularity, accounting for a larger slice of the overall market.
Through the first eight months of this year, an estimated 12.5 million battery-electric vehicles and plug-in hybrid vehicles have found homes around the world. This represents a significant 25 percent spike over the year prior and has been led by surging demand in most important markets. However, North America is lagging behind.
According to data from Rho Motion, this year a total of 1.3 million BEVs and PHEVs have been sold in North America, which is just a 6 percent increase from last year. By comparison, sales in Europe are up 31 percent, those in China have increased 25 percent, and sales across the rest of the world have jumped 44 percent to roughly 1 million units.
Canada is dragging the rest of North America down. After the iZEV rebate was paused earlier in the year, Canadian BEV and PHEV sales have fallen one-third year-to-date. By comparison, sales are up in the United States and experienced a particular surge in August due to the impending end of the federal EV tax credit on September 30.
In August alone, global sales of BEVs and PHEVs increased by 15 percent from the year prior, but this rate was the lowest jump since January. In total, 1.7 million BEV and PHEVs were sold in August, representing a 5 percent jump from July.
China, the world’s largest EV market, illustrates the slowdown. Sales still climbed 6 percent compared with August 2024, but the rise fell short of expectations. Last year’s numbers were inflated by unusual surges in July and August, when China broadened its trade-in scheme for new energy vehicles, making this year’s performance look softer by comparison.
Cybertruck earns ‘Good’ IIHS rating after Tesla reinforced underbody structure in April.
Six electric models joined Cybertruck in latest IIHS moderate overlap front crash test.
BMW i4, Chevy Blazer EV, and VW ID.Buzz all achieved strong Good crash-test ratings.
Safety has long been central to Tesla’s identity, and the brand often finds itself defending that reputation. While there might be lingering questions around Autopilot and Full Self-Driving (Supervised) for years to come, what seems like an open-and-shut book is how these electric cars protect occupants.
Despite many concerns that the Cybertruck would struggle to keep up Tesla’s excellent crash-test rating, it just sailed through IIHS crash testing with flying colors. At the same time, there’s room to improve in terms of headlights and seat belt reminders.
Solid Crash-Test Credentials
Overall, the IIHS gave the Cybertruck a ‘Good’ rating in the updated moderate overlap front test. The rating applies to examples built after April of 2025, when Tesla updated the front underbody structure. The driver dummy showed low risk of injury to the head, chest, and legs. The rear passenger experienced only a moderate risk of chest injury. These results fall in line with the five-star crash-test rating that the NHTSA gave the Cybertruck.
The Cybertruck also aced collision avoidance tests, where it avoided every collision. That includes at 12 and 25 mph during the day and night. It also includes nighttime testing at 25 mph and 37 mph, where the potential obstacle is traveling in parallel with the Cybertruck. Those are great results considering how much concern there was in the past over the way this car might interact with pedestrians.
Lighting Holds It Back
The biggest thing holding the Cybertruck back from a Top Safety Pick award is its headlights. The IIHS says that “systems that create excessive levels of glare on specific road sections do not receive full credit for visibility readings in that scenario.”
Sure enough, the Cybertruck’s lights did create that glare, and they struggled in other areas too. Illumination was found lacking on the left side of the road and when turning left, leaving gaps in coverage. By contrast, the right side met almost every benchmark comfortably, creating an uneven performance overall.
That all said, this is just one more good mark for EVs when it comes to safety. The Rivian R1T scores even higher than the Cybertruck and earned an IIHS Top Safety Pick+ award in 2024. Last year, it was still a Top Safety Pick as standards became tougher. The only ICE truck to meet that type of score is the Toyota Tundra. If the Cybertruck wants an award, it’ll need to improve its headlight situation, and the IIHS will need to submit it to small overlap and side crash tests.
Six More EVs Tested
The Cybertruck was not alone in facing the spotlight in this latest round of IIHS safety tests. Six other electric models went through the same moderate overlap front crash test, and most came out well. The BMW i4, Chevrolet Blazer EV, Volkswagen ID.Buzz all earned good ratings, while the Tesla Model 3 was marked ‘acceptable’ due to higher chest-injury risk for rear passengers.
The F-150 Lightning and Ariya fell behind, with the Ford truck posting a poor score after rear dummy readings revealed risks of chest, head and neck injuries, and the Nissan EV receiving a marginal rating for elevated chest injury risk in the back seat.
Beyond crash protection, pedestrian crash prevention and headlight performance played a significant role in the results. The i4, F-150 Lightning, and Model 3 all earned good marks for pedestrian avoidance, with the ID.Buzz rated acceptable and the Blazer holding the same score from earlier testing.
Headlights Prove the Weak Spot Again
Headlights, however, proved to be a universal weak spot. Five of the seven electric models settled at acceptable, while the i4 and Cybertruck were marked down further for glare and poor high-beam illumination. Because of these issues, and the stricter award requirements, none of the seven EVs tested here qualified this time around for a Top Safety Pick or Top Safety Pick+.
Stellantis supplies second-life EV batteries to power the Avathor One.
The EV was penned by Italdesign, which is part of the VW Group.
Reconfigured modules offer a range of 50 km (31 mph) between charges.
Finding fresh roles for used car batteries is becoming a growing focus in the auto industry, and Stellantis has found a particularly human-centered application. Instead of letting end-of-life EV packs sit idle, the company is repurposing them for mobility solutions outside traditional cars.
One of the most intriguing examples comes through a collaboration with startup Avathor, which has developed a compact EV tailored for wheelchair users and people with reduced mobility. Adding another interesting twist in this story is that the vehicle itself was penned by Italdesign, part of the Volkswagen Group.
This indirect and somewhat unusual collaboration between Stellantis and the VW Group likely stems from the fact that both Avathor and Italdesign are based in Turin. The Italian city is also a key hub for Stellantis, home to the Mirafiori facilities and the company’s main European headquarters.
From Road To Renewal
The process begins with Stellantis brands gathering batteries from retired EVs. These packs make their way to Turin, where SUSTAINera, Stellantis’ circular economy branch, focuses on extending their usefulness and cutting down on waste. A local partner, Intent S.r.l., then disassembles the 15 kWh modules, repackaging them for fresh duties.
For the Avathor One, the modules are reconfigured in 1.4 kWh short-range or 2.8 kWh long-range batteries, offering up to 50 km (31 mph) between charges with a top speed limited to 10 km/h (6 mph).
Avathor / Italdesign
What Is The Avathor One?
The Avathor One was launched earlier this year as the production model derived from the futuristic 2019 WheeM-i concept by Italdesign. It has a rear ramp for wheelchair access, a pull-out bench, and joystick controls.
Measuring just 1,486 mm (58.5 inches) in length, the EV comes fitted with car-like features such as LED headlights, a rearview camera, and collision-avoidance sensors that recognize both obstacles and pedestrians. It can handle gradients of up to 20 percent and climb steps up to 8 cm (3 inches) high.
According to the company, the goal is to launch the Avathor in Italy later this year, followed by Spain in 2026 and other markets in 2027.
Beyond Mobility Aids
Beyond the Avathor project, Stellantis SUSTAINera is also working with utility providers and battery integrators. One notable example is the ENEL X Pioneer system, which stores renewable energy at Rome’s Fiumicino Airport and is projected to cut CO2 emissions by 16,000 tons over ten years.
Of course, Stellantis isn’t the only automaker that is active in the circular economy with second-life batteries. Other brands such as Nissan, Renault, BMW, Kia, Geely, Jaguar, Toyota, Honda, Skoda, and Audi have all been involved in similar projects.
Volkswagen is bringing back the Touareg SUV as an EV, report claims.
The ID. Touareg will get VW’s new SSP platform ahead of the ID. Golf.
Touareg won’t go to the US, and VW’s US-built Scout won’t come to the EU.
Volkswagen has already confirmed that it’s bringing the Polo name back on the artist formerly known as the ID. 2 electric hatch, adding that an ID. Golf, ID. Tiguan and ID. Roc are all in development, though running behind schedule. But now we hear another long-running combustion name is leaping into electric power as the ID. Touareg.
The Touareg, VW’s flagship SUV in Europe, which is scheduled to die next year, has been around for almost 25 years across three generations, each one sharing a platform with the Porsche Cayenne. But while the new Cayenne Electric, set to debut this winter, is based around VW’s PPE platform, which is the same one used in the Macan Electric and Audi A6 and Q6 e-trons, the Touareg isn’t due to arrive until 2029. That delay allows it to leap straight to VW’s upcoming SSP architecture.
Germany’s Automobilwoche reports that the ID. Touareg will, in fact, be the first VW model to benefit from the new platform. That honor was supposed to go to the ID. Roc, the electric counterpart to the combustion T-Roc, but the launch of both that SUV and the ID. Golf has reportedly been pushed back to 2030.
SSP-based models, including the ID. Touareg, will feature zonal architecture and software developed by Rivian, as will the Scout SUV that the Volkswagen Group is developing for sale in North America. But the German publication’s sources say Scout-branded EVs won’t come to Europe, and the ID. Touareg won’t be sold in the US.
That decision reflects history as much as strategy. America did get the Touareg during its initial launch in 2003, but pulled it from sale in 2017, effectively replacing it with the locally-built Atlas, which has a third row of seats that the Touareg has always strangely lacked. Volkswagen seems content to keep those roles divided.
Porsche used digital technology to virtually test its new Cayenne Electric.
It eliminated the need to build around 120 traditional early prototypes.
The Cayenne Electric debuts later this year, is based on Macan Electric.
The use of simulations is nothing new in the car industry. Automakers regularly use them to speed up testing and add extra trials that they can’t afford (in time and/or money) to carry out with real cars. But with the upcoming Cayenne Electric, Porsche used computer power to skip an entire process in the traditional car development program.
“This project was the first in which we moved directly from digital whole-vehicle testing to pre-series production,” says Dr. Michael Steiner, Porsche’s deputy chairman and a big cheese on the R&D team.
From Pixels to Prototypes
Instead of moving from the design to the construction phase and then to pre-production prototypes, Porsche managed to skip the construction phase altogether. It says its engineers were sending virtual prototypes on digital test drives as early as the design phase as a result.
Porsche hasn’t put a price on how much money this digital-focused strategy saved, but it must be tons. It claims the virtual testing program eliminated the need to build around 120 actual test vehicles, which are not only expensive, but time consuming to produce. As a result, development time was cut by 20 percent.
The virtual test drives included, of course, laps of the Nurburgring, but also took in everyday traffic situations to simulate real world use. Because components like tires, dampers and bushes can be modified in the computer program, it’s relatively quick and simple to work out which spec works best. And each of the approved virtual components is then tested in the real world to provide validation.
Testing Without Drivers
Not all of the simulations require a human to be behind the wheel Gran Turismo-style. Many are run by the computers alone. Porsche developed a brand new test bench to put the motors, battery management and charging systems through their paces under realistic conditions.
“The machines are so sophisticated that we can even display different asphalt surfaces or tyre slip,” says engineer Marcus Junige, who says one clear goal was that the Cayenne’s powertrain always deliver full power when the driver calls for it, something that demands seriously good thermal management.
Humans Still Required
Naturally Porsche’s AI experiment doesn’t entirely remove the need for physical testing, which fully kicked in at the pre-series prototype stage. A fleet of SUVs was still driven everywhere from the blazing 122 degree (50 C) heat of Death Valley to the freezing -31-degree (-35 C) expanses of Scandinavia, each vehicle covering around 93,000 miles (150,000 km).
Other Western carmakers are sure to employ the same digital tricks to speed up their development, if they aren’t already. One of the major threats posed by the Chinese isn’t simply their aggressive prices, but how much faster they are at getting cars to market, and AI tech will be crucial in helping other nations keep pace.
The Hardware
The Cayenne Electric debuts this winter, and should go on sale early in 2026. Built around a stretched version of the 800-volt PPE platform used in the Macan Electric, it features a 108 kWh battery for a 373-mile (600 km) WLTP range and Porsche’s Active ride suspension. It emits V8-like noises in track mode and will reportedly come in three tunes: 394 hp (400 PS / 294 kW) for the base Cayenne, 592 hp (600 PS / 441 kW) in S trim and 794 hp (805 PS / 592 kW) as a Turbo.
Jury awarded $329M after a 2019 Tesla crash killed Naibel Benavides Leon in Miami.
Tesla blames driver George McGee for ignoring warnings and overriding car’s safety systems.
Plaintiffs argue Tesla overstated Autopilot’s abilities, misleading drivers on system limitations.
Tesla has fought, and consistently won, court battles over its semi-autonomous Autopilot and Full Self-Driving (Supervised). That record changed recently when a Florida jury decided that the EV maker was partially to blame for a crash that ended in a fatality. Now, Elon Musk’s company is pushing for a new trial, arguing the verdict could stifle development of safety technologies.
A Fatal Florida Crash
The case stems from the death of 22-year-old Naibel Benavides Leon, who was killed in 2019 when a 2019 Model S slammed into a parked Chevrolet Tahoe in Miami-Dade county. Her boyfriend, Dillon Angulo, suffered serious injuries.
The driver, George McGee, admitted he dropped his phone, took his eyes off the road, and believed the car would brake on its own. At the same time, he conceded that he was negligent and placed too much trust in the car.
Jury Finds Tesla Partly Liable
Despite that, a jury found Tesla 33 percent liable, awarding $42.5 million in compensatory damages and a staggering $200 million in punitive damages. Jurors were reportedly swayed by the plaintiffs’ argument that Tesla overstated the capabilities of Autopilot, even as the company repeatedly warned drivers to stay alert and keep their hands on the wheel. According to CarComplaints, Tesla admits that the whole thing was a tragedy but says it was entirely the fault of McGee’s “extraordinary recklessness.”
Tesla Pushes Back
In its filing, the company said “No other car in existence would have stopped when the driver was telling it to ‘go.’” Tesla argued that McGee was “reckless in the extreme by ignoring or overriding every safety feature in his car,” including by pressing the accelerator pedal, which overrides the system’s cruise control and braking functions. There’s no question that this is a sticky situation, but Tesla makes a few interesting points.
“For as long as there have been cars, there have been reckless, self-absorbed drivers like McGee,” Tesla said. “Those drivers should face every legal consequence for their wrongful conduct. Holding Tesla liable for providing drivers with advanced safety features just because a reckless driver overrode them cannot be reconciled with Florida law. That rule would impede the development of safety features, deter progress, and cost lives both now and in the long run.”
The Bigger Question
Ultimately, all of this seems to stem from the nomenclature and advertising of Autopilot. Were it called something else and marketed differently, it would seem more difficult to blame Tesla at all. The automaker is asking the judge to either order a new trial or reduce the damages, a move that will weigh driver responsibility against driver-assistance technology. The outcome could make a huge impact in the future of automakers and their relationship with autonomy.
A man drove a Power Wheels Jeep on the road in traffic and police arrested him.
Authorities confirmed he had a suspended license and was driving under the influence.
His license is now further suspended as he awaits a court date set for December.
The Jeep Wrangler hangs its reputation on its ability to go just about anywhere. Of course, that reputation is also why it’s a popular choice for those buying Power Wheels electric cars for kids. Put an adult in the Barbie Jammin’ Jeep Wrangler from Power Wheels and it turns out that there are plenty of places the vehicle can’t go. In the case of this story, rush hour traffic, to be specific.
On September 5, Royal Canadian Mounted Police officers found a man piloting a Barbie Jeep down Fifteenth Ave near Nicholson Street. They stopped him, and he revealed that he wanted a Slurpee but “got lazy,” so he borrowed his roommate’s kid’s Barbie Jeep to make the trip.
As pointed out by Road&Track that brought the story to our attention, the man, 40-year-old Kasper Lincoln, reportedly showed signs of impairment and had a suspended driver’s license.
Over the Limit at 5 MPH
According to CBC News, officers administered two breath tests and confirmed that he was over the legal limit at the time. Let me remind you, it was morning, specifically, 9 a.m. The string of excellent decisions here is uncanny. For example, the Barbie Jeep in question is capable of no more than 5 mph (8 km/h). Only kids aged 3 to 7 are supposed to pilot it, and at most, it should carry no more than 130 pounds.
Lincoln, who was wearing a shirt that reportedly read “Let’s Do It The Dumbest Way Possible.” Likely exceeded the weight limit and likely reduced both the intended speed and range of the toy. As such, it’s questionable whether or not he would’ve even made it to his destination and back without having to drag the toy along at some point.
He told the news station that he had no idea what he was doing was illegal and that he used the sidewalk for most of the trip before getting stopped. At this point, his driver’s license is now suspended for a further 90 days beyond the initial suspension he was already under. He’s also got a court date for December, where he’ll face a charge of prohibited driving.
A new report claims the long-awaited ID. Golf and ID. Roc could face delays.
VW plans several new EVs while simultaneously looking to significantly cut costs.
Delays to the EVs could also push back its planned factory retooling schedule.
Volkswagen has been busy showing off shiny new EVs like the upcoming ID. Cross in concept form and confirming an all-electric Polo, but behind the scenes the story isn’t quite so polished. VW will reportedly delay the launch of at least two upcoming models, citing production snags, softening demand, and mounting cost pressures.
First Victims: ID. Roc and ID. Golf
The first model expected to be hit by the delay is believed to be the ID. Roc. Although VW hasn’t officially confirmed it yet, the SUV is set to debut as the first vehicle on the new SSP platform and was originally due in fall 2029. Unnamed inside sources told Germany’s Handelsblatt that its launch has slipped to summer 2030. The ID. Golf is also reportedly being pushed back to around 2030, despite earlier plans for a release later this decade.
Money, or a lack thereof, is thought to be one of the major reasons behind the schedule change. VW is currently preparing an important roundtable meeting of its Supervisory Board to determine the capacity utilization of all of its global factories and to financially plan for the next five years. The company cut costs by €15 billion ($17.5 billion) last year and is planning even more cuts this year.
According to Handelsblatt, VW is eager to pour billions into new platforms and plant retooling, but it needs to tread carefully with the funds available. One plan had been to move production of the combustion-powered Golf from Wolfsburg, Germany, to a facility in Mexico by 2027, clearing space for SSP-based EVs like the ID. Roc. That shift, however, may also face delays.
Overinvested In EV Dreams
As a result, Wolfsburg may not see EV production until 2028 at the earliest. Similarly, Volkswagen could push back plans to shift ID.3 and Cupra Born production from Zwickau to Wolfsburg, originally targeted for 2027.
According to a company insider, electric car sales haven’t been as strong as VW had hoped. “While unit sales are increasing, our original investments were geared toward significantly higher volumes. We are completely overinvested,” the insider told the German publication.
Buick has launched the Electra L7 in China under its new Electra sub-brand.
It rides on the new Xiao Yao architecture, offering BEV and EREV options.
The EREV version has 338 hp of power and 870 miles of combined range.
Update: GM has unveiled the production version of the China-exclusive Buick Electra L7 sedan, releasing full powertrain specs. This story has been updated with new details and images.
While Buick’s presence in the US is now all about crossovers and SUVs, the brand is taking a different approach in China, where the traditional sedan still has a place. The all-new Electra L7 joins Buick’s portfolio in the world’s largest automotive market, bringing modern styling, a high-tech interior, and electrified powertrains.
The model retains much of the design language introduced in the concept, though a few features have been streamlined for production. The lighting signature at both ends has been reworked, with more practical LED graphics. Furthermore, the sleek, flush door handles and traditional side mirrors replace some of the show car’s more experimental elements, bringing it closer to real-world usability.
Buick highlights its wing-shaped “Galaxy” headlights and turbine-style alloy wheels as standout features. The L7 wears a fastback silhouette focused on aerodynamics and measuring 5,032 mm (198.1 in) long, 1,952 mm (76.9 in) wide, and 1,500 mm (59.1 in) tall. A 3,000 mm (118.1 in) wheelbase gives it a spacious footprint, putting it slightly longer than the Tesla Model S and Mercedes-Benz EQE, though shorter than the BMW i5.
A Minimalist and Techy Interior
Inside, the L7 offers a minimalist but premium-looking cabin anchored by a floating island-style dashboard. It features two screens: a driver display and a tablet-style infotainment unit on the center console. Physical controls are limited to a few buttons on the lower console and steering wheel, which still retains multifunction stalks, including for the transmission control.
Luxury touches include Nappa leather upholstery and four-zone “suspension” seats, with the front passenger seat offering a dual 120-degree zero-gravity function. A 27-speaker Buick Sound system integrates headrest speakers and active noise cancellation.
The Electra L7 also gets a massive 50-inch augmented reality head-up display, and an array of AI-driven features. All of this runs on Qualcomm’s 8775 chip, which supports high-end infotainment and connectivity. Driver assistance tech will come from Chinese tech company Momenta, which has developed a suite of sophisticated ADAS capabilities using LiDAR.
Platform With Options
The sedan is just one of six new energy models Buick plans to launch in the next year, likely alongside production versions of Electra’s SUV and minivan concepts. All of them will be built on Buick’s Xiao Yao architecture, a flexible platform designed specifically for China. These underpinnings are compatible with fully electric, plug-in hybrid, and range-extender powertrains, in FWD, RWD, and AWD layouts.
At launch, the Electra L7 will feature a range-extender powertrain. It’s powered by a turbocharged 1.5-liter engine from SAIC, producing 154 hp (115 kW / 156 PS) and 230 Nm of torque. The engine doesn’t drive the wheels directly; instead, it acts solely as a generator to recharge the 40.2 kWh lithium-iron phosphate battery pack.
Propulsion comes from a 238 hp (252 kW / 343 PS) electric motor that Buick says delivers performance comparable to a 3.0-liter turbocharged V6. In EREV form, the Electra L7 accelerates from 0–100 km/h (0–62 mph) in 5.9 seconds and reaches a top speed of 200 km/h (124 mph).
More impressively, the Electra L7 delivers a combined range of 1,400 km (870 miles), including up to 302 km (188 miles) of EV-only driving under the (generous) CLTC cycle. Despite its performance, efficiency remains a highlight, with average fuel consumption rated at just 0.5 liters per 100 km (470 mpg).
In the near future, Buick plans to offer a fully electric version of the Electra L7. This variant will feature a CATL-supplied battery and a 900V electrical architecture, enabling support for ultra-fast charging. According to GM’s estimates, the system will be capable of adding up to 350 km (218 miles) of range in just 10 minutes, significantly reducing downtime during long trips.
Pricing and Availability
GM positions the new Buick Electra L7 as a “300,000-class” vehicle, suggesting a price near ¥300,000 ($41,800). Final pricing will be announced on September 28 when pre-sales open, with deliveries starting in Q4 2025.
As with other Electra-branded models, the L7 is likely to stay exclusive to China, so a US launch isn’t in the cards. Production will take place at the factory of the SAIC-GM joint venture in Wuhan.
Buick has sold over 10 million vehicles in China since 1998. Its local lineup offers a much wider choice of models compared to that in the US, including four SUVs, four sedans, one hatchback, and a range of minivans.
Class action claims Tesla favored visa holders to cut labor costs over Americans.
Lawsuit says Tesla hired 1,355 H-1B workers while laying off thousands of citizens.
Plaintiffs allege Tesla refused interviews after learning they did not need sponsorship.
The way Tesla hires and fires its workers is under fresh legal scrutiny. A proposed class action lawsuit filed against Tesla in San Francisco alleges that the automaker has violated federal civil rights law by favoring visa holders over American workers to reduce labor costs. The suit also claims Tesla has fired US citizens at disproportionately higher rates compared to foreigners working at the company.
Alleged Hiring Bias
According to the complaint, Tesla hired roughly 1,355 skilled workers on H-1B visas in 2024 while laying off more than 6,000 U.S. workers, “the vast majority” of whom are believed to have been citizens. Although it remains unclear how the plaintiffs plan to prove the alleged discriminatory practices, they are seeking damages on behalf of American citizens who were rejected after applying for jobs at Tesla, as well as those who were terminated.
Two plaintiffs are named in the lawsuit. The first, Scott Taub, says he had been dissuaded from applying for one job after being told it was only available for H-1B visa holders, and he did not receive an interview for a second job. The second plaintiff, human resources specialist Sofia Brander, said Tesla would not interview her for two jobs, even though she had twice been a contract employee.
Both Taub and Brander claim Tesla refused to hire them after learning that neither of them would need sponsorship for employment, suggesting that they were US citizens, reports Reuters.
Claims of ‘Wage Theft’
“While visa workers make up just a fraction of the United States labour market, Tesla prefers to hire these candidates over US citizens, as it can pay visa-dependent employees less than American employees performing the same work, a practice in the industry known as ‘wage theft’,” the lawsuit claims.
Tesla CEO Elon Musk himself once held an H-1B visa, and the complaint cites a December 27, 2024 post he made on X voicing support for the program.
“The reason I’m in America along with so many critical people who built SpaceX, Tesla and hundreds of other companies that made America strong is because of H1B,” Musk wrote.
Toyota e-Palette is a fully electric, autonomous-ready shuttle now available in Japan.
Interior carries 17 people with a central driving position and a customizable cabin layout.
72.8 kWh battery enables 160 miles of range and rapid charging in 40 minutes.
Toyota has launched a curious new product aimed at “various mobility services.” The Toyota e-Palette is a fully electric shuttle designed to work with autonomous driving hardware and software, and it can double as a mobile shop or service hub. After years of concepts and prototypes, the quirky EV has officially gone on sale in Japan, though its asking price may drop a few jaws.
From Concept To Reality
The project began with the e-Palette concept, which made its debut at CES in 2018. It was followed by a redesigned version, created for the 2021 Tokyo Olympic Games. Since then, Toyota has continued refining the design, culminating in the first commercially available e-Palette variant.
Visually, it retains much of the original concept’s DNA. Its symmetrical, boxy silhouette, tiny wheels, and large glass panels give it a distinctly shuttle-like character. The “friendly” face is defined by round LED headlights, customizable digital signage, and a repositioned Toyota badge sitting above the bumper intake.
For production, Toyota added larger side windows and slim indicators on the windshield frame, while the rear end mirrors the front aside from red taillights and solid pillars.
Toyota
Fits Up To 17 People Inside
Unlike earlier prototypes that only offered passenger seating, the production e-Palette adds a central driving position with a yoke-style steering wheel and a steer-by-wire system. The cockpit features a central digital instrument cluster, an infotainment display on the right, another touchscreen on the left, and a fourth monitor for cabin monitoring. Essential functions are handled by physical buttons on twin control panels.
A low, height-adjustable floor, wide sliding doors, and a deployable ramp make access straightforward, particularly for wheelchair users and parents with strollers. Inside, four fixed seats line the rear, complemented by three side-hinged folding seats in the center. Toyota says the cabin can hold up to 17 people in total, including 12 standing, four seated, and the driver. That’s less shuttle, more party bus.
Buyers can also opt for a wheelchair lock system and a large overhead digital display, echoing public transit design. More importantly, the interior layout can be customized, transforming the EV into an entertainment pod or a pop-up store. Toyota imagines it shuttling commuters in the morning, transforming into a food truck at lunch, then acting as a sports viewing pod in the evening while charging.
Autonomous-Ready Shuttle
While earlier prototypes boasted full autonomy (with an operator for safety), the production e-Palette is currently limited to Level 2 driver assistance. However, Toyota stresses it is “capable of supporting automated driving” through optional third-party hardware and software upgrades called “Automated Driving Kit”.
The automaker plans to conduct automated driving demonstrations with dealers and local governments in Japan. Their goal is to launch vehicles with Level 4 autonomous systems in the fiscal year 2027, which ends on March 30, 2028.
Fully Electric With A 160-Mile Range
The e-Palette measures 4,950 mm (194.9 in) in length, roughly the same as a Land Cruiser Prado. Where it differs is in width and height, stretching to 2,080 mm (81.9 in) wide and 2,650 mm (104.3 in) tall, giving it a much boxier footprint than the truck-based SUV. It also weighs in at a hefty 2,950 kg (6,504 lbs).
Power comes from a single electric motor delivering 201 hp (150 kW / 204 PS) and 266 Nm (196.2 lb-ft) of torque, with top speed capped at 80 km/h (50 mph). That’s a big step up from the 20 km/h (12 mph) top speed of the Olympic Games prototype.
A 72.82 kWh battery provides up to 250 km (160 miles) of range. Toyota claims the battery can charge to 80% in around 40 minutes with rapid charging, or 12 hours from a standard outlet. Furthermore, the shuttle can also serve as an emergency power source.
An Extra-Terrestrial Price
All of this sounds appealing until you get to the price. The Toyota e-Palette is listed in Japan at an eye-watering ¥29 million ($196,400) before options. This is almost double the price of the GR Supra Final Edition, surpassing even the ¥27 million ($182,800) price tag of the Century SUV flagship, making it the most expensive model in Toyota’s range.
Generous subsidies from Japan’s Ministry of the Environment can cut as much as ¥15,835,000 ($107,200) off the sticker, softening the blow. Toyota hasn’t revealed production numbers, but notes the e-Palette will be built to order, which partly explains the sky-high cost.
Initially, the model will be used in the Toyota Arena Tokyo and the surrounding areas, as well as in the futuristic Toyota Woven City in Japan. Below, you can check out videos of earlier e-Palette prototypes.
VW CEO Thomas Schäfer says buyers want familiar designs like traditional door handles.
New ID.Cross and ID.Polo concepts bring back classic handles, prioritizing usability.
Company still believes electromobility is the best option for most mainstream buyers.
There are big shifts underway at Volkswagen. The brand is not only preparing a raft of new EVs like the ID. Cross and an all-electric Polo that have been previewed in near production form, but it’s also rethinking design to broaden appeal. That means moving back toward features that feel more familiar to shoppers, including something as simple as returning to traditional door handles instead of the flush pop-out ones so many EV makers favor.
At the IAA Mobility show in Munich, VW boss Thomas Schäfer sat down with Deutsche Welle and touched on several topics, including the slowdown in EV sales across major markets like Europe and the United States. Asked whether VW was making a conscious effort to make its EVs more approachable, Schäfer was quick to emphasize the value of familiarity.
“People expect some sort of familiarity with the vehicle, with the brand, that they are buying into,” he said. “People buy brands so from that point of view, functions have to be easy. You know, like door handles for example. It’s all nice to have these flush door handles but they are terrible to operate, so we definitely have proper door handles on the cars and customers appreciate it. It’s the feedback we’re getting.”
And he’s not alone. As we recently reported, regulators in China are also eyeing flush and retractable handles, considering a ban after safety concerns and accident investigations. Given the size and influence of China’s auto market, such a move could ripple far beyond its borders, pushing other automakers to rethink their approach to what was once a trendy design cue.
While the ID. Every1 concept unveiled earlier this year featured flush door handles, both the ID. Cross and the ID. Polo previewed in Munich use more traditional ones. They may sacrifice some aerodynamic efficiency, but they’re far easier to operate in everyday life.
The Broader EV Transition
In the same interview, Schäfer also discussed VW’s wider transition to electric vehicles. He argued that electromobility is the superior option for buyers but questioned whether demand and infrastructure will grow fast enough for Volkswagen to stop selling ICE-powered models in the European Union by 2035.
“The end result is clear,” he said. “The question is can we make it fast enough for 2035? Is the uptake and the infrastructure growth for charging happening fast enough so that 2035 is a realistic goal? he said. “Whether it’s a couple of years later, it needs to be reviewed.”
The new bZ7 matches the size of Tesla Model S and BYD Han L in China.
Beneath the skin is a CALB-Tech battery and an electric motor with 268 hp.
Huawei and Xiaomi power the infotainment and smart ecosystem inside.
Toyota has fallen behind many of its legacy rivals in Western EV markets, but in China, it has been unveiling far more compelling zero-emission models like the bZ5 and bZ3 sedan. Its latest is the bZ7, a sleek full-size flagship sedan developed with joint-venture partner GAC and sized to go up against the Tesla Model S.
Previewed earlier this year in pre-production form and now shown in its final guise, the bZ7 is a low-slung sedan set to launch in China before the end of 2025. While we wouldn’t go as far as to call it beautiful, or even particularly attractive, its proportions and shape are way more appealing than the original bZ4X, which has since received a simpler name.
Sharp Lines, Long Body
Dominating the front fascia are lobster claw-shaped headlights and a light bar, positioned above a small blacked-out lower grille section. A flowing roofline stretches to a compact rear decklid, where interconnected taillights emphasize the car’s width. Curved door skins, flush handles, and plenty of surface sculpting finish off the look.
According to fresh data, the bZ7 measures 5,130 mm (201.9 in) long, 1,965 mm (77.3 in) wide, and 1,506 mm (59.2 in) tall, with a wheelbase of 3,020 mm (118.9 in). Those dimensions put it right in the crosshairs of the Tesla Model S, BYD Han L, and BMW i5.
The Powertrain
When previewed back in April at the Shanghai Auto Show, we didn’t know what would power the model. However, information from the Chinese Ministry of Industry and Information Technology (MIIT) has revealed it will hit the market with a lithium-iron phosphate battery from CALB-Tech that powers a single electric motor with 278 hp. We’ll have to wait a little longer until we get the full technical details, including battery capacity and driving range.
A Tech Fest
The powertrain itself has been sourced from Huawei and combines the motor, MCU, and inverter into a single integrated unit. The bZ7 also uses Huawei’s HarmonyOS cockpit and infotainment system.
Not only has Toyota worked with Huawei, but the new EV will also feature Xiaomi’s smart ecosystem, connecting the car to personal devices and smart home products from the technology giant. As such, owners will be able to control Xiaomi devices like home A/C units from the car itself.
More details, including pricing, are expected to be announced shortly before the electric flagship’s debut in China’s competitive EV market toward the end of the year. Toyota hasn’t confirmed plans beyond China, but it wouldn’t be surprising if the bZ7 reached select markets where large sedans still have an audience.
Cybertruck Long Range RWD originally launched with a starting price of $69,990.
Base version dropped the powered tonneau cover included with other models.
Tesla gave no explanation, though slow sales likely led to the model’s removal.
Tesla has a habit of introducing entry-level versions with relatively affordable sticker prices only to drop them from its line-up without warning. That’s exactly what happened with the Cybertruck, as the company has scrapped the rear-wheel-drive model that once anchored the pickup’s range.
The change appeared on Tesla’s online configurator, where the Long Range Rear-Wheel Drive model is now missing. Priced from $69,990, it used to be the most affordable Cybertruck one could buy. With its demise, the range now starts at the $79,990 All-Wheel Drive and tops out with the $114,990 Cyberbeast. It’s worth noting that when it was first unveiled in late 2019, Tesla said its electric pickup truck would start at just $39,900 – something that turned out to be wide off the mark…
If we had to guess, we’d say that there simply wasn’t enough demand for Tesla to keep building the most basic version of the Cybertruck in it. Not only did it rely on a single electric motor, rather than the dual and tri-motor designs of the All-Wheel Drive and the Cyberbeast, but it also lacked any 120V/240V outlets and a powered tonneau cover.
The omissions didn’t stop there. The Rear-Wheel Drive came with a seven-speaker audio system instead of the 15-speaker setup in other versions, had textile rather than leather seats, and did without a rear touchscreen.
Anyone who had their heart set on buying the single-motor Cybertruck will now have to look at the used car market. Either that, or they will need to be drop an extra $10,000 to get behind the wheel of the All-Wheel Drive.
Interestingly, Tesla only introduced the Cybertruck Long Range Rear-Wheel Drive in April. While it didn’t sport the same off-roading abilities as the All-Wheel Drive and Cyberbeast, it did have the highest driving range of any variant, as it was capable of traveling up to 350 miles (563 km) on a single charge.
The downside was that its towing capacity was reduced from 11,000 lbs (4,989 kg) to 7,500 lbs (3,401 kg), while the payload was reduced from 2,500 lbs (1,133 kg) in the All-Wheel Drive to 2,006 lbs (910 kg). These factors might have played a role in buyers choosing to skip it the entry-level variant in favor of more upscale ones, which ultimately led to its cancellation.
RS6 e-tron prototype spotted despite reports claiming the project may be cancelled
ICE-powered RS6 with plug-in hybrid tech expected to launch with slightly lower output.
Both testers feature widened fenders and unique styling cues separating EV from PHEV.
A blend of punishing acceleration, all-wheel-drive confidence, sharp-suited styling, and everyday versatility has made the Audi RS6 super wagon a dream daily driver for enthusiasts for more than two decades. Audi originally intended to give buyers two flavors of the next RS6, one as a plug-in hybrid and the other as a fully electric e-tron. Yet a new report this week, citing unnamed company insiders, suggests those plans have changed, with the all-electric RS6 e-tron allegedly canceled.
Nothing is official, and Audi hasn’t confirmed the news. What muddies the waters is that RS6 e-tron prototypes are still being spotted on public roads, with our spies having photographed them on two separate occasions the past few days. This could mean the project is still alive, or that Audi is using the prototypes to test other systems before ultimately shelving the car.
Platform Divide
Though both combustion and electric models are (or at least were if the cancellation rumors are true) expected to wear RS6 badges and share a similar sporty wagon silhouette, their foundations are quite different. The ICE version rides on a conventional combustion platform, now for the first time on an RS6 paired with plug-in hybrid technology. The EV seen testing, meanwhile, is built on the VW Group’s PPE platform, which also underpins the A6 and S6 e-tron, Q6 e-tron, and Porsche Macan Electric.
Baldauf
Audi hasn’t dropped any tech-spec nuggets, but considering the S6 e-tron makes 543 hp (405 kW / 551 PS), an RS6 e-tron, if it remains in development, could land around 805 hp (600 kW / 816 PS). Even that figure, though, would look modest next to the extremes of today’s electric sedans, with the Xiaomi SU7 and Porsche Taycan delivering as much as 1,527 hp (1,139 kW / 1,548 PS). BMW doesn’t offer an electric M5 yet, and the i5 M60 tops out at 593 hp (442 kW / 601 PS).
We expect the gasoline-powered RS6 to generate less power than its electric brother, perhaps 750 hp (760 PS / 560 kW) or so, but it won’t necessarily have a performance disadvantage because it will weigh several hundred pounds less than the e-tron, which could tip the scales at around 2,500 kg (5,510 lbs) due to its hefty battery pack.
Electrifying Looks
Both prototypes seen here get wider fender flares than their regular A6/S6 brothers, and the fronts on each appear to have a vent ahead of the doors. But there are some major design differences that aren’t simply limited to the EV missing out on the ICE model’s huge twin oval tailpipes.
The EV has a split headlight treatment and blanked grille, whereas the combustion RS6 has a conventional grille and lights, but much bigger outer air intakes, which of course the e-tron doesn’t need. But at the back, the combustion car’s moustache-shaped taillights make it more distinctive.
Baldauf
Early expectations suggested the RS6 e-tron would arrive first, with the plug-in hybrid following in 2026, both offered in liftback sedan and wagon forms. With reports of cancellation now in play, however, that timeline is up in the air. Until Audi clarifies, the RS6 e-tron remains in limbo, caught between public road testing and rumors of an early exit.
Editor’s Note: This story has been updated to include reports claiming the RS6 e-tron may be canceled, though Audi has not officially confirmed this.
Ford, GM, and Stellantis stand to save billions under Trump’s emissions rollback.
On the other hand, Tesla could lose more than $1 billion annually in credit revenue.
EPA’s mission to protect health and the environment clashes with its current stance.
The automotive industry never stops changing, but 2025 has been unlike most as Donald Trump’s policies have changed the way automakers are doing business. The elimination of federal tax credits for electric vehicles is a major move on its own. Paired with the removal of penalties for missing fuel economy targets under CAFE regulations, the result is a playing field with entirely new rules.
The immediate winners are the combustion-heavy brands that can now focus on selling trucks and SUVs without financial punishment. On the other side, Tesla, Rivian, and other EV specialists stand to lose billions, not because demand for their cars will collapse, but because a critical source of revenue has been pulled out from under them. At the center of the storm is an Environmental Protection Agency that appears to be working against the mission printed on its own website.
Cash Flow Reversal
Since 2022, GM has spent some $3.5 billion buying regulatory credits, says Bloomberg. Ford and Stellantis have spent billions as well. That cash went to brands like Tesla and Rivian, which had plenty of credits to sell since their cars emit zero emissions. With the end of EV tax credits and CAFE fines for breaking regulations, Ford, GM and Stellantis can pour the money they would’ve spent on credits back into their own piggy bank.
Ford CEO Jim Farley said the policy shift has the “potential to unlock a multibillion-dollar opportunity,” noting that the Blue Oval is already retooling its Oakville, Ontario, plant to build Super Duty pickups instead of EVs.
GM is also cutting back on EV production, opting to overhaul factories for gasoline-fueled models. Stellantis, meanwhile, has gone so far as to revive the thirsty Hemi V8 engine, something previously thought dead in the age of electrification. With all of these changes, death might now be coming for some EV brands.
Trouble Ahead For EV Startups
Not only does the end of tax credits make purchasing an EV less palatable for many, but it also means that brands which used to benefit from selling tax credits now need to readjust to the new reality. Smaller brands, though, might be in big trouble. For example, Slate’s trucklet looks almost pointless with a starting price near $30,000 as the EV tax credit was vital to its success.
Even larger brands like Tesla and Rivian have leaned on the pure profit they’ve gained by selling regulatory credits. That money likely won’t be coming back anytime soon and that’s because the EPA seems willing to do just about anything the Trump Administration deems reasonable.
A Mission Ignored
It states plainly that its mission is “to protect human health and the environment.” Love them or hate them, electric vehicles are probably better at that than combustion cars. In fact, the EPA itself has an entire page dedicated to debunking the myths so many like to perpetuate surrounding them.
Things like “EVs are worse for the climate than gas cars,” “EVs are unreliable,” and “EVs will collapse the power grid.” Furthermore, J.D. Power is one of many sources that indicate that when all costs are considered, EVs are cheaper to buy, maintain, and own long-term when compared to combustion cars.
No one argues that people should be forced into one type of car. Choice matters. The government shouldn’t force anyone into a specific car or truck. But supporting policies that improve human health and the environment is what the EPA literally says it’s supposed to do.
By supporting Trump’s rollback of strict fuel economy standards and regulations, the agency is doing the exact opposite of its own mission statement. It’s clearing the way for automakers to build more polluting vehicles, burn more fuel, and erase billions in total consumer savings. If the EPA won’t uphold its own mission, it seems that nobody will.
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