MG unveils the MG4X electric SUV with semi-solid-state tech.
New battery chemistry targets better range and heat stability.
Shares E3 electronic architecture with the MG4 hatchback.
The new MG 4 lineup is expanding with a slightly larger addition called the MG 4X. Positioned as a higher-riding SUV counterpart to the hatchback, the model brings one particularly notable feature with it. Like its smaller sibling, the MG4X uses an advanced semi-solid-state battery pack.
Sitting between the axles is a 53.95 kWh battery that contains only 5 percent liquid electrolyte, which is why MG classifies it as semi-solid-state. The chemistry is intended to improve thermal stability and cope better with both very cold and very hot conditions. Even with a battery that is not especially large by modern EV standards, MG says the setup is good for a driving range of 317 miles (510 km).
For now, MG is keeping the performance figures to itself. Power output remains undisclosed, and there is still no word on the electric motor or motors that will power the SUV. What has been confirmed is the underlying tech. The MG4X runs on the same E3 electronic architecture as the latest MG4 hatchback, and it is clearly aimed at competitors like the BYD Atto 2.
A BYD Rival
It is 4,395 mm (173 inches) long, 1,842 mm (72.5 inches) wide, 1,551 mm (61 inches) tall, and sits on a 2,750 mm (108.2-inch) wheelbase. It also has a curb weight of just 1,485 kg (3,273 lbs). Visually, it resembles the hatchback but has its own unique style.
The front end is quite imposing, complete with large air intakes and a lower grille, as well as triangular headlights with a thin light bar. Early images of the SUV also show it rocking black wing mirrors, a large panoramic glass roof, and sharp taillights, appearing to be similar in shape to the current MG S5, which sits right above it in MG’s range.
We don’t yet know what the cabin of the MG 4X will be like, but it’s safe to assume it will share parts with the hatchback. This could include the same central infotainment display, co-developed with smartphone manufacturer Oppo. It may also feature a handful of proper physical buttons on the steering wheel and console, ensuring that it’s not too minimalist.
Details about the Rivian R2 have leaked ahead of its debut.
Launch model starts at $57,990, and offers 330 miles of range.
Affordable variants will follow, including a base model for $45K.
Rivian is gearing up to introduce the highly anticipated R2 tomorrow, but waiting is so overrated. Arstechnica knows that feeling all too well as they jumped the gun and published full details of the crossover a day early.
While the article was quickly removed, the internet never forgets and it was archived for posterity. Thanks to this, we know virtually everything about the upcoming model.
Set to arrive this spring, the R2 will be launched in Performance guise that starts at $57,990 before a $1,495 destination fee. The range-topping model reportedly has a 87.9 kWh battery pack, which powers a dual-motor all-wheel drive system producing 656 hp (489 kW / 665 PS) and 609 lb-ft (825 Nm) of torque.
The R2 Performance is said to have a semi-active suspension and a range of up to 330 miles (531 km). We can also expect a fast charging capability that will take the battery from 10-80% in as little as 29 minutes.
In terms of equipment, we can expect a stylish interior with birch wood trim as well as heated and ventilated front seats. The rear seats are also heated, while other highlights include a nine-speaker audio system and a flashlight that’s integrated into the front door. They’re joined by matrix LED headlights and 21-inch alloy wheels.
A more affordable R2 Premium is scheduled to arrive later this year for $53,990. Its powertrain largely echoes the Performance variant, but it has weaker motors producing 450 hp (356 kW / 456 PS) and 537 lb-ft (727 Nm) of torque.
Those aren’t the only tradeoffs as the model reportedly eschews the fancy suspension and rides on smaller 20-inch wheels. Buyers will also find three fewer drive modes.
R2 Standard
If that’s still too pricey, you can hold off until the R2 Standard arrives in 2027. It retains the 87.9 kWh battery, but it’s paired to a rear-mounted motor producing 350 hp (261 kW / 355 PS) and 355 lb-ft (481 Nm) of torque. This helps the model to be slightly more efficient as the range climbs to 345 miles (555 km).
The equipment list gets shorter as there’s a basic five-speaker audio system, heated front seats, and an “all-black” interior. The drop-down rear window is also absent, while the crossover is shod in smaller 19-inch wheels.
The base R2 is set to arrive in late 2027 with a smaller battery that provides around 265 miles (426 km) of range. Little else is known about this variant, but it’ll cost $45,000.
Other Details
Trims aside, the model measures 185.9 inches (4,722 mm) long, 78.1 inches (1,984 mm) wide, and 66.9 inches (1,699 mm) tall with a wheelbase that spans 115.6 inches (2,936 mm). The R2 is also said to have up to 9.6 inches (244 mm) of ground clearance.
Other highlights include a NACS charging port and a cargo capacity of up to 79.4 cubic feet (2,248 liters). However, that falls to 28.7 cubic feet (813 liters) with the rear seats up.
A separate leak also suggested the model will be offered in eight colors known as Borealis, Catalina Cove, Esker Silver, Forest Green, Glacier White, Half Moon Grey, Launch Green, and Midnight.
Slate Auto appoints former Amazon executive Peter Faricy as CEO.
Chris Barman stays on as President of Vehicles at the EV startup.
Leadership shift arrives before launch of its budget EV pickup.
Slate Auto is becoming an example of what a small startup can do with vast amounts of cash. It’s navigated several trials and tribulations and market shifts that other, less well-funded EV startups simply couldn’t survive. Now, it’s handling another as it appoints a new CEO just months before launching its first product, a heavily promoted $25,000-$30,000 electric truck.
The company announced that Peter Faricy, a former Amazon executive, has taken over as Chief Executive Officer, Newsweek reported. He replaces longtime Chrysler veteran Chris Barman, who will remain at the company as President of Vehicles with a focus on engineering, manufacturing, and product development. Keep in mind that Amazon founder Jeff Bezos is an investor in Slate Auto.
The leadership shift comes as Slate prepares to switch from development mode to real-world sales. The startup says customers will soon be able to configure and order their vehicles, with reservations expected to convert into orders by the end of the year.
The Slate Auto pickup is stripped down and simplified to what some would call an extreme degree. For example, it doesn’t have an infotainment screen, it features crank windows, and customers are offered several options to add after initial purchase. The company said it has around 160,000 reservations and believes it can build 150,000 trucks annually at its Indiana manufacturing plant.
The CEO Shift
Slate is going to sell cars direct-to-consumer the same way Rivian, Tesla, and Lucid do. To that end, the shift to Faricy begins to make more sense. He previously worked at Ford before moving through roles at Borders and eventually Amazon, where he spent more than a decade helping build the company’s Marketplace platform into a global ecosystem for third-party sellers.
He later served as CEO of solar company SunPower from 2021 to 2024 and most recently worked with venture capital firm Bessemer Venture Partners.
According to Newsweek, Faricy will oversee the company’s commercial operations, digital strategy, finance, HR, legal, and IT divisions, while Barman focuses on building and delivering the vehicles. One thing is certain: an undertaking of this magnitude can only benefit from more hands on deck.
MG 07 teaser reveals styling clearly inspired by Porsche.
Fastback shape pairs Taycan style vents with Panamera tail.
SAIC’s Nebula platform will support EV and PHEV options.
The newly-released SAIC Z7 electric sedan and shooting brake already turned heads for looking suspiciously like Porsche’s Taycan models. Not “inspired by,” not “loosely referencing,” but very much in the same visual neighborhood. And it seems SAIC isn’t done visiting that neighborhood either.
The upcoming MG 07 continues the theme, borrowing liberally from Porsche’s modern design language, with the rear in particular appearing to have spent quite a bit of time studying the view from Zuffenhausen.
The teasers reveal a five-door fastback silhouette, reminiscent of the MG7 that was introduced in 2022. While the two models share a similar greenhouse, the MG 07 has cleaner surfacing, and semi-concealed door handles.
MG’s designers have also borrowed a few cues from the Taycan, including the inlets behind the front fenders. They are paired with side gills reminiscent of the Avatr 06. The most Porsche-like element, though, is the rear, which looks like a blend of the Panamera and the Taycan. Pronounced shoulders flow into full-width LED taillights with clear lenses, positioned just above the MG emblem.
From the profile view, the front end is only partly visible, but it hints at styling cues reminiscent of the Nissan Z and even a touch of Maserati. Expect it to follow the aggressive theme established by the MG7, likely toned down with a smaller grille. A roof-mounted LiDAR unit is also visible, suggesting the car will offer more advanced driver-assistance systems.
Despite the Porsche-inspired exterior, the cabin is expected to take a more localized approach. The MG 07 will likely feature a large central display running an infotainment system developed in collaboration with Oppo, rather than the Huawei-backed setup used in the SAIC Z7.
Specifications remain under wraps for now, but Chinese media reports that the MG 07 will ride on SAIC’s Nebula platform. The architecture is expected to support both fully electric and plug-in hybrid powertrains. A slim battery pack may also incorporate semi-solid-state technology, which could help deliver a competitive driving range.
The MG 07 is expected to debut soon in China. Its competitors will likely include the Porsche-inspired Xiaomi SU7 and similarly sized sedans such as the BYD Seal, Zeekr 007, Luxeed S7, Deepal SL03, Leapmotor C01, and Tesla Model 3. The electrified fastback may also find its way into other markets later on, following the export path taken by the ICE-powered MG7.
The next-gen Range Rover Velar will be sold only as an EV.
The new model will ride on JLR’s EMA electric platform.
Land Rover is reshaping the Velar into a high-riding sedan.
An all-new Range Rover Velar is just around the corner, and it will be very different from the model we know today in more ways than one. The next generation will switch to EV-only power, marking a seismic change for the nameplate. It will also look quite different. Land Rover will move away from the traditional SUV silhouette of the current version and adopt a lower-slung shape that resembles a high-riding sedan.
Hot on the heels of a camouflaged prototype of the new Velar testing in the European snow, a pair of fresh renderings previewing the model has surfaced. We will have to wait and see whether the second-generation Velar looks like this when it reaches production, but if it does, it will certainly stand apart.
These images, created by Nikita Chuyko for Kolesa, suggest the next Velar will retain a few recognizable cues from today’s model, though they have been reshaped into something closer to the Volvo ES90’s fastback-like profile. Up front, it still looks unmistakably Range Rover, with slim LED headlights and a relatively small upper grille defining the face
The body itself sits noticeably lower. That would be controversial on something like a Land Rover Defender, but it is unlikely to trouble most Velar buyers. Realistically, few owners ever take their vehicles off-road, so the move toward a sleeker, road-focused profile may make sense.
No doubt the most curious element of the redesigned Velar will be its rear. As spy shots have shown, there’s a short and stubby decklid, as well as a steeply raked rear window, which looks a little odd. Also visible in these renders are slim LED taillights and a blacked-out lower bumper.
The Juicy Details
Underpinning the new Velar will be the new Electrified Modular Architecture (EMA), as it will be sold exclusively as an EV. It could debut with the same 117 kWh battery pack planned for the full-size Range Rover Electric, although a slightly smaller pack remains possible. Either way, engineers will face pressure to ensure it delivers enough range and performance to replace the outgoing combustion-powered version.
Porsche launches recovery plan after steep 2025 sales declines.
CEO Michael Leiters aims to make the brand leaner and faster.
Strategy adds higher margin models and extends ICE hybrids.
Porsche has outlined a recovery plan after a bruising year, aiming to streamline operations and cut costs as it works to regain its financial footing. Under new CEO Michael Leiters, the former McLaren and Ferrari executive, the company hopes to restore its reputation as a profit powerhouse while reshaping itself into what Leiters calls a “leaner, faster, and even more desirable” brand. He took over at the start of the year, replacing Oliver Blume.
A Year Of Tough Numbers
The reset follows a difficult set of results. Porsche’s operating profit plunged 92.7% from €5.64 billion ($6.55 billion) in 2024 to just €413 million ($479 million) in 2025. Revenue also slipped, falling 9.5% to €36.27 billion ($42.10 billion). Operating return on sales shrank to a narrow 1.1%, while global deliveries dropped to 279,449 units, down 10.1%.
Several factors combined to produce that outcome. Porsche booked €3.1 billion ($3.6 billion) in one-time restructuring charges, absorbed €700 million ($813 million) related to US tariffs, and faced a steep 26% drop in sales in China.
Porsche CFO Dr. Jochen Breckner said: “The global challenges and the company’s realignment impacted earnings in 2025. In 2026, our recalibrations measures will continue to have one-off effects on earnings in the high three-digit million euros range. In order to secure adequate margins by Porsche standards in the medium term and strengthen our resilience in the long term, we accept these burdens.”
The Solution
During Porsche’s annual press conference in Stuttgart, Leiters acknowledged that the turnaround plan is still taking shape. With the new leadership only just past its first 100 days, he admitted the company does not yet have “an answer to every question or a solution for every problem.” Even so, he used the event to outline the direction Porsche intends to take.
“We will streamline our management structure, reduce hierarchies and cut back on bureaucracy. We have also already begun to focus more strongly on our core business. We are using the current challenges as an opportunity to act even more decisively. We will comprehensively reposition Porsche, make the company leaner, faster and the products even more desirable.”
Porsche is also planning significant changes in China, where the company intends to shrink its dealer network from 150 outlets to just 80 by the end of 2026 in an effort to protect pricing power.
To stop the bleeding, Leiters is looking upmarket. One of the first moves will be to simplify Porsche’s product portfolio by cutting complexity and reducing the number of variants. According to the CEO, the changes will focus on models with weaker demand, which likely points to the Taycan. Even so, Porsche says it plans to introduce “emotive new derivatives” of certain models later this year, though it has not revealed exactly which ones.
At the same time, Porsche’s boss confirmed the company is developing new models aimed squarely at higher-margin segments. “We stand for uncompromisingly good sports cars that you want to drive yourself, that are fun, that convey performance and passion. And all this regardless of the type of powertrain,” said Leiters.
“We are considering the expansion of our product portfolio in order to grow in higher-margin segments. In doing so, we are looking at models and derivatives both above our current two-door sports cars and above the Cayenne,” he added
The reference to two-door sports cars clearly points to the 911. What might sit above it is less clear. Leiters did not elaborate, but the possibilities range from a modern interpretation of the 928 to something far more exotic, such as a supercar or even a flagship hypercar.
Porsche has been exploring that territory for years, with potential successors to the 918 Spyder. The Mission X concept hinted at one possible direction before enthusiasm for electric hypercars cooled.
The other confirmed project is a long-rumored three-row SUV flagship positioned above the Cayenne. Codenamed K1, it is expected to target markets such as the United States and the Middle East and could offer V6 or V8 powertrains.
The new offerings will benefit from the expansion of “high-margin customization programs” that will “further strengthen the exclusivity of the brand” helping it move into a new territory closer to the likes of Ferrari and Lamborghini.
Leiters acknowledged that Porsche needs to rethink what he called “the right drive technology.” Early momentum behind the fully electric Taycan has run into a tougher reality as regulations, demand patterns, and customer expectations have shifted in recent years. Slower-than-expected demand has forced the company to “adjust the ramp-up and portfolio of fully electric vehicles while extending the life of combustion and hybrid offerings.”
The ultimate goal is to reduce upfront and direct costs by “fundamentally rethinking the development of our sports cars.” In the process, Leiters effectively confirmed earlier reports that the next generation of the 718 series will follow a multi-energy path. Porsche also plans to “leverage further synergies between our models,” using platforms and industry solutions more flexibly.
Xiaomi engineered working vanes to make its aero hood functional.
Last year, the company was sued over an aero hood that did nothing.
The upgrade installs at a dealer and takes about two to three hours.
Xiaomi looks ready to close the chapter on the ‘fake’ aerodynamic hood controversy that rattled the company last year. The Chinese carmaker has now turned its optional carbon fiber hood into a genuinely functional component, a response that many established carmakers might study with interest.
Back in early 2025, Xiaomi began offering a special carbon fiber hood for the SU7 Ultra. The design took inspiration from the record-setting SU7 Prototype and featured two prominent air ducts that were supposed to help cool the brakes and battery. On paper, it sounded convincing. In practice, it turned out to be something else.
Soon after customers started taking delivery of SU7s equipped with the 42,000 yuan ($6,100) hood, owners discovered the promised performance benefits simply were not there. The structure beneath the hood had not been changed at all, meaning the vents were purely decorative and did nothing for cooling or aerodynamics.
Unsurprisingly, the reaction was swift. Owners pushed back, some threatened to walk away from the brand, and the situation quickly spilled into the courts.
Making The Carbon Hood Functional
Fast forward 12 months, and Xiaomi has announced it will start making these hoods functional to owners, free of charge. The company says that engineers have modified the internal structure of the front air ducts so they can work with the active grille and increase downforce over the front axle.
According to CarNewsChina, fitting the upgrade takes between 2 and 3 hours and includes the fitment of adjustable plastic vanes beneath the carbon fiber hood. It’s a big win for owners, and Xiaomi will be hoping the move helps repair some of the trust lost during the controversy.
The controversy had already reached the courts before this fix arrived. In October last year, a Chinese court sided with an SU7 Ultra owner who sued Xiaomi over the hood. The ruling required the company to refund the owner’s hood deposit, pay 126,000 yuan ($18,300) in compensation, and cover 10,000 yuan ($1,400) in legal fees. Xiaomi also promised 20,000 reward points to each customer who bought the hood, worth roughly 2,000 yuan ($290)
Rivian appears to be killing off the entry-level R1 Dual Standard.
Prices could climb by $7,000, but buyers would get more range.
Move appears to be in response to the R2, which debuts this week.
Rivian is gearing up to launch the highly anticipated R2 on March 12, but it looks like they’re also planning to trim the R1 lineup. This is unfortunate, but the company sent out a rather ominous e-mail announcing the “Dual Standard is ending.”
The R1S Dual Standard starts at $76,990 and offers 270 miles (435 km) of range. The R1S Dual, on the other hand, begins at $83,990 and has a larger battery pack that enables owners to travel 329 miles (529 km) on a single charge.
The R1T Dual Standard also has 270 miles (435 km) of range, but it’s even cheaper as pricing starts at $72,990. Its death will force people to get the R1T Dual, which begins at $79,990.
The automaker isn’t saying much, but confirmed “we have changes coming to our vehicle lineup later this year.” They then suggested customers get an R1 Dual Standard “while you can.”
Rivian went on to promote leases starting at $749 per month for 36 months with a $3,000 incentive on R1T and R1S Dual Standard models ordered by March 19. While there’s enough fine print to call in a lawyer, the company suggested customers could get a new vehicle for only $5,644 due at signing – although that appears to exclude a $1,895 destination fee.
While Rivian didn’t say why they’re apparently discontinuing the R1 Dual Standard, it’s likely in response to the R2. The model is slated to begin around $45,000 and this will undoubtedly pull some customers away from the R1. Eliminating the entry-level R1 helps put some distance between the vehicles, while also simplifying production at the company’s plant in Normal, Illinois.
Mercedes has taken the wraps off the fully electric VLE.
It has a 115 kWh battery pack as well as up to 409 hp.
Van offers private jet-style seats and 31.3-inch rear display.
Mercedes-Benz has introduced the new 2028 VLE, which is being billed as a “grand limousine.” Marketing hyperbole aside, it’s essentially a luxurious electric minivan that should appeal to everyone from families to executives when it goes on sale in the United States in 2027.
Looking sleek and modern, the model has a bold grille with an available illuminated surround. It’s flanked by starry lighting units and a power dome hood with a tri-star ornament. Customers can also opt for an AMG package that adds a sportier bumper as well as a revised grille with a star emblem in the center.
Moving down the sides, we can see streamlined bodywork and flush-mounted door handles. They’re joined by power sliding doors with fully retractable windows.
Designers also gave the van an expansive greenhouse and wheels ranging in sizes from 19- to 22-inches. Other highlights include a low drag coefficient of 0.25 and an upright rear end with arc‑shaped taillights that are integrated into the van’s spoiler. The model also has an opening rear window and an odd charging port that opens downward.
It’s pretty big too. The minivan measures 209.0 inches (5,309 mm) long, 78.7 inches (1,999 mm) wide, and 76.5 inches (1,943 mm) tall. The wheelbase spans 131.6 inches (3,342 mm). A longer version arriving later will stretch to 215.9 inches (5,484 mm) overall and ride on a 138.5-inch (3,517 mm) wheelbase.
For some perspective, the standard Cadillac Escalade measures 211.9 inches (5,382 mm) long with a 120.9-inch (3,071 mm) wheelbase, while the Chrysler Pacifica minivan is 204.3 inches (5,189 mm) long and rides on a 121.6-inch (3,089 mm) wheelbase.
Fancy Seats And Screens Galore
The interior is luxurious and high-tech as it offers an optional MBUX Superscreen, which consists of a 10.25-inch digital instrument cluster, a 14-inch infotainment system, and a 14-inch front passenger display. Customers can also get a rear entertainment system that has a 31.3-inch panoramic screen that deploys from the headliner. It echoes the one found in the BMW 7-Series and features 8K resolution, split-screen functionality, and an eight-megapixel camera for use with teleconferencing software.
Other highlights include a 22-speaker Burmester 3D surround sound system and a Sky View panoramic fix glass roof with an ambient lighting surround. The van also has folding tables and an assortment of consoles that offer wireless smartphone chargers as well as heated/cooled compartments.
The VLE will be offered with six to eight seats as customers can get second- and third-row captain’s chairs, second-row captain’s chairs, and two rear benches. Mercedes is particularly proud about the seats and manually operated ones have four integrated wheels, which allow them to be moved effortlessly both inside and outside the vehicle.
Higher-end variants have power seats, which can be controlled by the infotainment system or a smartphone app. Mercedes said adjusting them is “almost like choreographing a ballet.”
Speaking of higher-end variants, the company offers Premium Comfort and Grand Comfort seats. The latter are worthy of a private jet as they have a foot rest, lumbar support, a massage function, a pillow, and a wireless phone charger.
Two Powertrains And 435 Miles Of Range
Mercedes only released a handful of powertrain details, but confirmed the first model out of the gate will be the VLE 300. It has a 115 kWh NMC battery pack and a front-mounted motor producing 272 hp (203 kW / 276 PS). This setup promises a class-leading WLTP range in excess of 435 miles (700 km).
A VLE 400 4MATIC will follow with a dual-motor all-wheel drive system producing a combined output of 409 hp (305 kW / 415 PS). This will enable the van to accelerate from 0-60 mph (0-96 km/h) in just 6.4 seconds.
When the battery is low, owners will be thankful for the model’s 800-volt technology and 300+ kW DC fast charging capability. It allows the van to get up to 221 miles (355 km) of range in as little as 15 minutes.
Rounding out the highlights are an AirMatic air suspension and a rear-axle steering system, which enables the wheels to turn up to 7 degrees. This enables the VLE to have a turning circle of 35.75 feet (10.9 meters), which is comparable to the CLA.
The van will also have 12 ultrasonic sensors, 10 cameras, and five radar sensors. They provide information to the available MB.Drive Assist Pro system, which allows for hands-free operation in cities as well as on highways.
Mercedes has not revealed pricing yet. Still, considering the technology on board, the lavish interior, and its self-described “grand limousine” positioning, it is unlikely to land anywhere near the affordable end of the spectrum. Expect more details to surface closer to launch next year.
Ford has announced a series of updates for the Explorer EV.
Standard Range gets upgraded motor and new LFP battery.
SUV gains upgraded technology and new special edition.
The European market Ford Explorer EV hasn’t lived up to expectations, but it’s getting better with age as the company has announced an updated powertrain and a new special edition. The automaker has also updated the infotainment system and added several new driver assistance systems.
Starting with performance, the Explorer Standard Range adopts a new lithium iron phosphate battery and an “enhanced” electric motor that produces 188 hp (140 kW / 190 PS) and 258 lb-ft (350 Nm) of torque. Thanks to these changes, the model offers a WLTP range of up to 276 miles (444 km), which is an increase of more than 37 miles (60 km).
As for the motor, the output appears to climb by 20 hp (15 kW / 20 PS) and 30 lb-ft (40 Nm). This lowers the 0-62 mph (0-100 km/h) time from 8.7 to 8.0 seconds.
New Driver Assistance Technology
Besides powertrain updates, the Explorer gains an improved Intelligent Adaptive Cruise Control system with Traffic Light Recognition. It can automatically slow or stop the crossover if it detects a red or amber light ahead.
The model also receives Reversing Assist, which automatically records the vehicle’s last 164 feet (50 meters) of travel and can replicate the steering in reverse. The system is designed for backing out of tight quarters, such as alleys, and drivers need to operate the accelerator and brakes.
It’s accompanied by Trained Park Assist, which enables owners to program a parking maneuver that is up to 164 feet (50 meters) long. Once learned, the vehicle can automatically park itself while taking care of acceleration, braking, and steering.
The EV also has a new one-pedal driving mode as well as a driver monitoring system known as Driver State Assist. If the driver becomes unresponsive, the Explorer can turn on the hazard lights, come to a controlled stop, unlock the doors, and call emergency services.
Pro Power And Updated Infotainment
Speaking of technology, the 14.6-inch infotainment system is now based on Android for “smoother operation.” The system has also been given a fresh design theme that promises greater clarity and ease of use.
Furthermore, Pro Power Onboard turns the Explorer EV into a big battery pack. An outlet is located in the cargo area and it can be accompanied by an optional adapter that plugs into the vehicle’s charging port. These outlets enable owners to export 2.3 kW of power to other devices such as laptops, lights, or power tools.
Explorer Collection
Buyers looking for something more unique can opt for the Explorer Collection. The special edition features a unique Cactus Grey exterior with 20-inch wheels sporting a Satin Black finish. The model is also notable for having a black roof, black skid plates, and black graphics.
The Black Onyx interior has contrasting orange accents on the seats, seatbelts, and dashboard. Elsewhere, there is black and orange speckle effect trim as well as “2D knit” inserts on the seats. The latter is said to be inspired by the “texture and appearance of high-quality sport clothing.”
Honda faces lawsuit over persistent Prologue axle noise.
Two owners cite popping and clicking after early delivery.
Dealers replaced CV axles but noises reportedly remain.
Honda’s all-electric Prologue has found itself under legal scrutiny following reports of some rather odd drivetrain noises. Not long after the company warned US dealers that certain 2024–2026 Prologue models might require repairs due to clicking or ratcheting-type sounds from the drive axles, a lawsuit followed. Owners say the noises can linger even after a trip, sometimes more than one, to the dealership.
A class action lawsuit filed in Pennsylvania names two Prologue owners who say their SUVs developed unusual noises from the front axle. One of them, Ashley Custer, leased a 2024 Prologue in May 2025 and soon began hearing the sounds, prompting a trip to the dealer with just 4,039 miles (6,500 km) on the odometer.
After she reported a creaking noise when turning, the Honda dealer replaced the CV axles. That, however, didn’t solve the problem. Custer returned to the dealership in November, where she was told no repair was currently available. An associated repair order reportedly noted that she was “experiencing the suspension noise that we are familiar with and have seen on other Prologues,” adding that it is a “known issue that Honda is working on.”
She took her Prologue to a dealer last month, but was again told that no repairs were available. Similarly, the second plaintiff, Jorge Santiago, drives a 2024 Prologue and started noticing popping and clicking sounds shortly after taking delivery. Despite the car also being taken to a dealership, it hasn’t been fixed.
What’s The Fix?
In December, Honda issued a Tech Line to dealerships, asking them to verify the noise of faulty Prologue models, inspect for damage, and make any necessary repairs. However, the lawsuit claims that the fix is pointless as Honda is simply using the same defective front axles and components. As such, the noise continues, even after multiple dealership visits.
The lawsuit claims that Honda was aware of the “abnormal and anxiety-inducing noises” when it first started selling the all-electric Prologue.
Ferrari fits the Luce with a 122 kWh battery and over 986 hp.
Its exterior may blend modern design with subtle retro cues.
Deliveries are expected to begin in 2027 after the May reveal.
While there will always be enthusiasts who scoff at Ferrari launching an EV, there’s an inevitability that even the most exotic of car manufacturers would need to venture into all-electric vehicles. Ferrari is doing exactly that with the Luce, and the company has now released a short clip offering a glimpse of its exterior. Well, sort of, because there is not much, if anything, to make out.
In this video, we’re given a brief teaser of the electric car, filmed at night. Don’t expect to see much detail, though, as the car appears to be wearing the same white-and-black camouflage seen on recent prototypes.
What Will Power It?
What we can say with confidence is that the Luce will be a four- or five-seater, slightly smaller and sleeker than the Purosangue. Power will come from four electric motors, combining to produce more than 986 hp, enough to send the car to 62 mph (100 km/h) in 2.5 seconds and on to a top speed of 193 mph (310 km/h), an impressive figure for an EV.
Integrated into the Luce’s floorpan will be a large 122 kWh battery pack that supports charging speeds of up to 350 kW, giving the Luce a range exceeding 329 miles (530 km). To ensure the first electric Ferrari still delivers some sense of drama from behind the wheel, the company has developed a system that amplifies the powertrain’s mechanical vibrations, producing distinctive tones that vary with speed and torque delivery.
Ferrari has confirmed the Luce will be revealed in full in May, with the first customer deliveries expected to begin next year.
The all-new iX3 undercuts key Audi, Polestar rivals.
In Australia, the dual-motor iX3 starts at AU$109,900.
BMW says US pricing will start near the $60,000 mark.
The second-generation iX3 is one of BMW’s most important new models in recent memory. It introduces an all-new design language and becomes the first EV to feature the brand’s sixth-generation batteries and electric motors. Still, like any new car, much of its success will ultimately depend on the price tag.
In the United States, we know it’ll start at around $60,000, but final details have yet to be announced. In Australia, however, pricing has now been locked in. The dual-motor iX3 50 xDrive will start at AU$109,900 ($77,600), which makes BMW’s latest EV look surprisingly competitive.
It undercuts several key rivals, including the Polestar 3 (AU$116,700 / US$82,500), Audi Q6 e-tron quattro (AU$122,500 / US$86,600), Genesis Electrified GV70 (AU$132,800 / US$93,900), and Porsche Macan 4 (AU$134,400 / US$95,000). It is also just AU$5,000 ($3,500) more expensive than the previous-generation iX3 was in flagship form, back when it used a single electric motor.
The base price, however, is up AU$18,900 ($13,300) compared with the previous base iX3, which admittedly had a smaller battery pack, produced just 281 hp (210 kW) from its rear-mounted motor, and offered a quoted range of 286 miles (460 km).
By comparison, the new iX3 50 is available only with a pair of electric motors delivering 463 hp (345 kW) and 476 lb-ft (645 Nm) of torque. It also features a much larger 108 kWh battery pack that supports DC charging speeds of up to 400 kW and offers a range of up to 500 miles (805 km) on a single charge. The dash to 62 mph (100 km/h) also comes in just 4.9 seconds.
Options Can Quickly Add Up
While the new model’s starting price is very competitive compared to European rivals, it will rise significantly once shoppers start ticking off a few options. For example, any color other than the standard Alpine White paint is a AU$2,000 ($1,400) option, or AU$6,000 ($4,200) for the Frozen Space Silver.
Wheel upgrades add further to the tally. The 21-inch wheels cost AU$2,500 ($1,700), 22-inch aerodynamic wheels add AU$5,300 ($3,700), and 22-inch M light-alloy wheels come in at AU$7,700 ($5,400). Buyers can also add an AU$3,500 ($2,500) M Sport Package Pro, AU$4,000 ($2,800) Black Bicolor or Adelaide Grey Bicolor interior finishes, and even a white leather steering wheel priced at AU$300 ($212).
Alpine developing advanced APP platform for next-gen A110 EV.
Platform features 800-volt charging tech and dual rear motors.
Alpine boss confirms platform can also support combustion power.
Alpine has hung its hat on electric power with cars like the A290, A390, and the upcoming A110, but the company isn’t completely closing the door on gasoline just yet. The brand has revealed secrets of its new Alpine Performance Platform that will underpin the next A110 and future models, and it’s reportedly designed to handle both EV and combustion power.
The new platform, which will underpin coupe and spider versions of the A110, as well as a 911-rivalling 2+2, sits at the center of Alpine’s role in Renault Group’s wider futuREady strategy. It’s a super-stiff, bonded, and riveted aluminum structure featuring all-aluminum suspension components to keep weight low, and two separate battery packs to ensure an optimal 40:60 front-rear weight distribution.
A dual-motor rear axle setup provides the power, together with a torque-vectoring function that can adjust power side-to-side every 10 milliseconds to sharpen handling. It should perform well at the charging station, too. The platform uses an 800-volt electrical architecture for fast charging capability. A new central computer, called the Alpine Dynamic Model ECU, will act as the brain of the system, coordinating the motors, battery management, steering, brakes, and even active aerodynamics.
CEO Philippe Krief says he’s confident the finished A110 EV will be “true to Alpine’s DNA and outperform the best of today’s combustion sports cars.”
Keep The Customer Satisfied
But he also knows the majority of Alpine buyers – and sports car fans in general – don’t want an electric A110. And it looks like he’s going to give them a lifeline. Although there’s no mention of a petrol-powered A110 in Alpine’s official strategy drop this morning, Autocar reports Krief confirming that the possibility is there.
“Before you ask, yes the platform is designed to accommodate an internal combustion engine,” the CEO told the British magazine.
Horse Power
No further details were given, but we previously reported how Alpine could use a hybrid powertrain developed by Renault-Geely collab Horse. It’s alleged to pump out 349 hp (354 PS) and 380 lb-ft (515 Nm), which would be plenty in a relatively lightweight car.
Sadly for US fans of the Alpine brand, neither the next ICE-powered A110, its electric sibling, nor any other Alpine model will be heading to North America. Expansion across the Atlantic had been under consideration for a while, but Alpine put those plans on hold last year due to the arrival of Trump’s tariffs and slowing growth in the US EV market.
The Renault Group futuREady plan announced this week also makes clear that Alpine will focus on existing markets for the time being rather than attempting to expand into new ones.
Dacia will launch a sub-€18k urban EV later this year.
Three additional electric models are planned by 2030.
Electrified models may reach two-thirds of sales.
Dacia has revealed its future roadmap as part of Renault Group’s futuREady plan, outlining how the Romanian brand intends to expand its lineup and accelerate electrification. The automaker will launch four new EVs by 2030 while steadily increasing electrification across its entire range.
Furthermore, Dacia is also stepping up its presence in the compact segment. The new Striker crossover wagon will join the Bigster SUV, while the company continues work on the next generation of its best-selling Sandero.
New Urban Electric Model
Starting with the zero-emission plans, Dacia has confirmed that a new entry-level urban EV priced below €18,000 ($21k) will debut later this year. This model will coexist with the Chinese-built Dacia Spring despite their similar size and positioning.
The yet-unnamed model will ride on the RGEV architecture, which appears to be a new name for the AmpR Small platform used by the Renault Twingo E-Tech. The EV was developed in less than 16 months and is expected to be manufactured at Dacia’s Novo Mesto plant in Slovenia.
The company did not provide specifics about the other three EV debuts, but one is widely expected to be a fully electric version of the next-generation Sandero subcompact hatchback. Another possibility is a production version of the Hipster concept, which could target an even smaller segment.
Next Generation Sandero Plans
The Sandero was Europe’s best-selling passenger vehicle in both 2024 and 2025. It has also remained the “number one vehicle sold to private customers” since 2017. The current generation debuted in 2020 and received updates in 2022 and 2024, followed by a facelift for 2026. Even so, Dacia is already working on its successor.
The next Sandero will feature a “multi-energy powertrain range,” aligning with Dacia’s broader electrification roadmap. This points to hybrid and fully electric variants alongside a combustion option compatible with gasoline and LPG. Regardless of the powertrain mix, Dacia says the new generation will remain the value-for-money benchmark in the subcompact segment. Current reports suggest a debut in 2028.
Dacia has shown notable resilience over the past decades, evolving from a regional player into a major European brand. Last year, the Romanian automaker surpassed 10 million sales since its 2004 relaunch under Renault ownership.
As electrification expands across the lineup, Dacia expects its sales mix to shift significantly. The company believes electrified vehicles will account for about 67% of new car sales in the future, up from roughly 25% today. Alongside hybrids and EVs, the brand continues to emphasize LPG-powered models as part of its cost-focused strategy.
As you might expect, Dacia places strong emphasis on cost efficiency. Its business model delivers a 15% cost advantage compared with the rest of the market. According to the company, that edge comes from local integration, high factory utilization rates, and a distribution model that operates at less than half the average cost of Western European competitors.
Finally, Dacia highlights the loyalty of its customer base. In Europe, more than 70% of Dacia buyers remain with the brand for their next purchase, while another 10% move up to a Renault. At the same time, roughly 65% of first-time Dacia customers come from outside the Renault Group.
Renault Group will introduce 36 new models by 2030 including 16 new EVs.
800-volt RGEV platform offers 466-mile EV range, 879 with range extender.
Aims to cut EV costs by 40 percent and development times to just 24 months.
Renault has decided the best way to prepare for the future is to literally name its strategy after it. The company’s new futuREady plan promises dozens of new models, cheaper EVs, and dramatically faster development cycles as the French automaker tries to China-proof its business and become Europe’s “benchmark” carmaker.
The strategy builds on the Renaulution turnaround plan launched in 2021, which helped stabilize the company after several turbulent years. Now Renault wants to turn that recovery into long term growth with a roadmap that stretches through the end of the decade.
The headline figure is simple enough. Renault Group plans to launch 36 new models in the next five years, including 22 in Europe and 14 for international markets. Electrification will be a lynchpin, with 16 of those European launches set to be fully electric.
Hybrids will still have a role, though. Renault says hybrid technology will remain in its European lineup beyond 2030 while continuing to expand globally where charging infrastructure isn’t yet ready for a full EV takeover.
Dacia Expansion
Each brand has its own role in the plan. Renault aims to strengthen its European position while expanding internationally, targeting more than 2 million annual sales by 2030 with half delivered outside Europe, including a production version of the chunky Bridger combustion SUV set to do battle with the Suzuki Jimny in India (see gallery below).
Dacia will stick with its familiar value formula but add more electrification. By the end of the decade, about two thirds of its sales are expected to be electrified and the brand will expand further into the larger C segment.
Alpine will carry the performance torch and a new generation of the A110, this time as an EV, is coming alongside newer models like the electric A290 and A390. And the brand’s boss Philippe Krief confirmed that the electric A110’s platform will also be able to handle combustion power. But if you were hoping to buy one in the United States, Renault’s latest strategy rules out a North American adventure for any of its brands.
Compact Upgrade
One of the most important pieces of the plan is Renault’s upcoming RGEV medium 2.0 electric platform destined for its next generation of compact, C-segment vehicles. This architecture brings 800 volt charging technology to the company for the first time and promises some impressive numbers, including a 40 percent reduction in build costs. Renault teased its possibilities, and also the look of the next Espace, with the the R-Space Lab, a slippery EV concept (shown below).
Renault says EVs built on the platform could deliver up to 466 miles (750 km) of range, while a range extender version could stretch that figure to around 879 miles (1400 km). Power won’t be lacking either. The next-generation electric motor is expected to deliver up to 271 hp (275 PS).
Keeping Up With China
Software is another big piece of the puzzle. Future Renault models will move toward software defined vehicle architecture that allows most functions to be updated over the air and eventually managed by artificial intelligence systems. The company also wants to speed things up dramatically. Renault aims to reduce development cycles for new vehicles to just two years, something that will be crucial to keeping pace with Chinese automakers.
Renault’s platform strategy
Platform Family
Platforms
Type
Segments / Purpose
Electric Passenger Car Platforms
RGEV Small
EV platform
A and B segment small EVs
RGEV Medium 1.0
EV platform
First generation C segment EVs
RGEV Medium 2.0
EV platform
Next generation C and D segment EVs with 800V tech
Electric Commercial Platforms
RGEV Medium Van
EV platform
C segment light commercial vans
Modular Multi Energy Platforms
RGMP Small
Modular platform
B and C segment vehicles with multiple powertrains
The solid-state battery kept 97.7% charge in ten days.
Donut Lab faced claims its tech was just supercapacitors.
Independent test conducted by Finnish Technical Research Centre.
Donut Lab, a small Finnish startup claiming to have developed the first solid-state battery for electric vehicles, has released results from a new test aimed at addressing doubts about its technology. The company says the data shows its battery retains 97.7 percent of its charged capacity after sitting idle for 10 days. Even so, skeptics may still need convincing.
This third test follows Donut Lab’s recent demonstration of how quickly its solid-state cells can charge. It is intended to counter reports suggesting the company has not built a true battery at all, but rather a supercapacitor. To address those claims, Donut Lab worked with the Finnish Technical Research Centre (VTT) to measure how slowly the cell loses charge while idle.
Measuring Idle Voltage Loss
For the self-discharge test, a cell was charged to approximately 50 percent and then left idle for 240 hours. During the test, temperatures ranged between 22-28°C, and the cell’s voltage was recorded every 10 seconds.
The results are interesting. During the first hour, the battery’s voltage dropped by 103 mV, though the company says this is largely due to voltage relaxation rather than true self-discharge. By the end of the 240-hour test, the voltage had fallen by an additional 12 mV, representing a total loss of 2.3 percent over the 10-day period.
While this is a solid result, it’s not incredible. Typical lithium-ion battery cells can lose around 5 percent of their charge within the first 24 hours, after which the self-discharge rate typically slows to between 1-2 percent per month. Donut Lab argues the results still demonstrate that the technology is not a supercapacitor, which would normally lose far more charge when idle.
“Since we unveiled the Donut Battery, there has been a lot of speculation and theories about whether it is a supercapacitor,” Donut Lab chief technology officer Ville Piippo said. “In all its simplicity, this test proves that it is a battery. Supercapacitors charge and discharge quickly, but they also lose their charge quickly when not in use. The Donut Battery behaves like a battery and can maintain a charge for significantly longer.”
The Cayenne S Electric sits between the base and Turbo models.
Dual motors deliver up to 657 hp with Launch Control.
New trim starts at $126,300 with summer 2026 deliveries.
Sometimes the most interesting vehicle in a lineup is not the flagship. Porsche understands this well, which explains the broad mix of trims across much of its range. Now the electric Cayenne gains another variant called simply the S.
Unveiled as the third member of the family, it sits between the base model and the Cayenne Turbo Electric. Even so, it still delivers the sort of power and pace normally associated with something far less practical.
On paper, at least, the numbers are strong. The dual-motor all-wheel-drive setup produces 536 hp (400 kW) in normal operation and up to 657 hp (490 kW) when Launch Control is activated. That’s enough to send the large electric SUV from 0–60 mph (0-96 km/h) in just 3.6 seconds, with a top speed of 155 mph (250 km/h). That’s serious oomph for a large family hauler, and Porsche managed it by borrowing a bit from the top trim.
In comparison, the base Porsche Cayenne Electric produces 435 hp. Engage the overboost function and it will run from 0-60 mph in 4.5 seconds, cover the quarter mile in 13.2 seconds, and eventually top out at 143 mph (230 km/h).
Both electric motors are permanent-magnet synchronous units, and the rear one uses direct oil cooling to manage heat under heavy loads. Unlike most EV motor cooling systems, Porsche’s setup extracts heat directly from current-carrying components. That helps the car sustain performance through better efficiency. The rear inverter also uses silicon-carbide semiconductors that can handle a current of up to 620 amps.
Those looking to really make their new Cayenne S shine can add a few different packages, including Porsche Active Ride suspension, Porsche Torque Vectoring Plus, Porsche Ceramic Composite Brakes, and the Sport Chrono Package with push-to-pass. Notably, that last one boosts output by an additional 120 hp (90 kW) for up to ten seconds.
Charging And Design
The Cayenne S is not only quick off the line. It is also fast at the charger. It uses a 113 kWh battery pack that can charge from 10 to 80 percent in under 16 minutes when connected to a suitable high-speed charger, matching the base model.
The system supports charging speeds of up to 400 kW. The vehicle features a NACS-style connector on the driver’s side and a J1772 port on the passenger side, while a a CCS adapter is also provided with each vehicle. The automaker has yet to confirm the driving range.
Visually, the S gets model-specific touches such as Volcano Grey Metallic trim on the front and rear fascias and 20-inch Cayenne S Aero wheels. Buyers can choose from 13 exterior colors along with multiple interior customization options. One new personalization option is the “Interior Style Package,” a curated design from Porsche Exclusive Manufaktur that mixes black leather with green accents and matching stitching throughout the cabin.
How Much Does It Cost?
The new Cayenne S Electric is now available to order, priced from $126,300 before a $2,350 delivery fee, with U.S. deliveries expected to begin in late summer 2026. That’s $17,300 more than the base Cayenne Electric. Porsche has also confirmed the 1,139 hp Cayenne Electric Turbo, which is due to arrive later this summer at a price yet to be announced.
Scout’s CEO has implied deliveries might not begin until 2028.
Company’s website still says production is scheduled for 2027.
Exec doesn’t seem to understand why the launch date is important.
Scout’s relaunch is quickly turning into Schrödinger’s cat as it’s either on schedule or delayed. Now, the company is essentially claiming its both.
That’s absurd, but it follows a report last month that claimed the Traveler and Terra were being delayed by approximately one year due to “technical problems.” Scout lightly pushed back on this without confirming or denying anything, and their website continued to say initial production is targeted to begin in 2027.
Fast forward to today and Scout CEO Scott Keogh has revealed customer deliveries likely won’t begin until 2028. The Drive reports the executive also decried the so-called “communication game of ‘What exact day and what hour are you launching the car?’”
That comes across as rather disingenuous as Scout is asking people to place deposits and wait years for the vehicles to be launched. A delay likely means a lot to customers, so dismissing the importance of when the models will arrive is a bad look for the automaker.
However, Keogh went on to suggest people wrongly assumed the vehicles would be launched in 2027. Instead, he said prototypes will roll off the line this year and continue into 2027.
Scout’s own website states initial production is targeted for 2027, but is “subject to change.” The company even throws in a sizable disclaimer saying “All forward‑looking timelines, including development milestones and future production plans, reflect current expectations and are subject to change. Actual production timing, vehicle availability, and final specifications may differ based on various factors.”
As for those rumored technical problems, Keogh said there are “hurdles every minute of every day.” However, he suggested this is business as usual.
Keogh went on to say “The most important thing to me is one, we’re on course, and we’re on plan. Number two, put a killer product in the hands of a customer, that’s an absolute home run, without a doubt.”
Of course, it’s hard to get excited about a product if you’re not sure when it will arrive and the company appears to be playing word games to give itself an escape hatch.
New details are emerging about the upcoming Jaguar GT.
Tri-motor sedan will have 1,000+ hp and around 1,000 lb-ft.
Upcoming model will reportedly weigh around 5,952 lbs.
Jaguar’s electric rebirth is running behind schedule, but new details are starting to emerge about their four-door GT. It’s slated to debut later this year and the company has promised it will be “fearlessly unique and emotionally engaging.”
While that remains to be seen, Evo recently took a spin in a prototype and shared an assortment of specifications. They’re reporting the model will measure around 204.7 inches (5,200 mm) long, which would slot it between the short- and long-wheelbase XJ. The latter variant measured 206.9 inches (5,255 mm) long, while the shorter version came in at 202 inches (5,130 mm).
The luxury sedan will ride on the 850-volt Jaguar Electrical Architecture and feature a tri-motor powertrain with two motors mounted at the rear, enabling torque vectoring. Combined output is said to exceed 1,000 hp (746 kW / 1,014 PS) with around 1,000 lb-ft (1,354 Nm) of torque. That should make the flagship blisteringly quick, with 0-62 mph (0-100 km/h) reportedly arriving in the low three-second range.
Power is provided by a 120 kWh battery pack, which is said to provide a WLTP range of 435 miles (700 km). When the battery is low, a 350 kW fast charger can reportedly provide 200 miles (322 km) of range in less than 15 minutes.
While the beefy battery ensures a healthy range, it also means the car weighs around 5,952 lbs (2,700 kg). That’s around 2,039 lbs (925 kg) more than the old XJ LWB 3.0 Supercharged. It’s also worth noting the model will weigh about as much as the BMW i7 xDrive60, which tips the scales at 5,986 lbs (2,715 kg).
The publication goes on to say the car has a twin-chamber air suspension with Bilstein adaptive dampers as well as three drive modes known as Comfort, Dynamic, and Rain/Snow/Ice. They added most of the hard work is already done, but the software tuning is only 75-80% complete. That likely explains why the car missed its originally scheduled debut of late last year.
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