The massive aluminum clamshell hood of the YU7 measures it at 4,820 square inches.
Xiaomi has confirmed three different versions of the YU7 with rear- and dual-motor options.
Pricing details will be announced for the all-electric SUV in July.
Clearly not satisfied with building one of the quickest and most powerful sedans on the market, Xiaomi launched its long-awaited SUV earlier this month. Named the YU7, it shares much of its design with the SU7, but is quite a bit larger and has plenty of unique features. It also happens to have the largest clamshell hood of any current production car.
According to new information out of China, the YU7’s expansive front clamshell covers 3.11 square meters, which is the equivalent of 4,820 square inches. That easily tops the similarly expansive clamshell hood of the Genesis G90 that measures 2.6 square meters (4,030 square inches).
Normally, a hood as big as the YU7’s should weigh a lot. But, instead of steel, Xiaomi has made it out from aluminum and, thus, reduced its weight by half. Despite its lightweight construction, though, it still needs to be supported by a pair of massive struts.
Found beneath the Xiaomi’s hood is a 141-liter (4.9 cubic-foot) storage compartment. It’s far from the largest frunk in the EV world, but it’s respectable. However, it’s unclear if this is the frunk for the single, rear-wheel drive model, or if it’s also present in the two dual-motor, all-wheel drive versions.
Autohome
One of the most interesting features of the YU7 is the narrow, 43.3-inch HyperVision Panoramic display that’s positioned at the base of the windshield. It includes all important car information and a multi-media screen in front of the passenger. BMW is also working on a similar panoramic display, but its solution has yet to grace a production model.
Entry-level versions of the YU7 use a 96.3 kWh battery pack. The base model pairs this battery with a 316 hp and 389 lb-ft (528 Nm) motor that drives the rear wheels, while the mid-level YU7 gets all-wheel drive thanks to its two motors producing a combined 489 hp and 509 lb-ft (690 Nm). Meanwhile, the flagship YU7 Max uses a 101.7 kWh battery and two motors with a total of 681 hp and 639 lb-ft (866 Nm). There’s no word on whether the YU7 will also get a 1,526 hp Ultra version like its sedan sibling.
Mercedes-AMG’s upcoming flagship EV has discarded a ton of camo for its latest tests.
The star-shaped DRLs are clearly visible and the blanked grille area is extremely slim.
The front fenders lack the peaks promised by 2022’s Mercedes Vision AMG Concept.
AMG dropped a set of teaser images for its new EV sedan earlier this month, officially starting the countdown to a full reveal later this year. There’s plenty about the still-unnamed four-door to get us excited, including the new AMG.EA architecture and axial flux electric motors from Britain’s Yasa that should deliver a four-figure power output.
Each of those motors packs a serious punch, cranking out around 480 horsepower and 590 lb-ft (800Nm) of torque, which is pretty impressive given their compact size weighing in at just 53 lbs (24kg). With up to three motors on the table, it’s not hard to imagine a performance version blasting well past 1,000 horsepower.
A Closer Look at the Exterior
But now we’ve got something even better than speculative specs: new spy shots. For the first time, we get to see the EV in daylight without its bulky front-end camouflage. Does the design match the promise of those numbers? Well, sort of.
Though this prototype is still covered from head to toe in a distracting camouflage wrap, we can finally see the shape of the front fenders, hood and headlights, and I can’t help feeling a little disappointed. Mercedes has a bit of form for over-promising and under-delivering when it comes to concept cars and the production vehicles they morph into – think gorgeous Vision EQS and boring soap-bar EQS – and this EV looks to be no different.
It misses out on the sexy peaked fenders of 2022’s Mercedes Vision AMG Concept, which paved the way for way for this year’s Porsche Taycan rivaling production car. Instead, it has a fairly flat hood, though one that does at least reach down towards the road, resulting in a sportily narrow grille area.
And while it has DRLs in the shape of a Mercedes star, it looks like they’re just set into regular light units, not embedded directly into the bodywork, as on the concept. Porsche’s production Taycan wasn’t identical to the original Mission E concept, but the changes were so subtle that no one ever felt short-changed. AMG fans might be on this occasion.
Of course we have to reserve judgment until the full disguise comes off, and we really do hope the finished car is a knockout. What do you think? Does it look like AMG has missed an opportunity to really make its mark in a new segment, or is this EV going to deliver a killer blow to the Porsche Taycan?
Volvo and Porsche have announced plans to cut approximately 6,900 jobs globally.
Porsche blames slow EV adoption for pushing them to offer more ICE-powered models.
Both companies cited a challenging environment that includes a trade war and electrification.
European automakers are feeling the squeeze as they brace for an uncertain future, with workforce reductions becoming a common theme. Last year, Volkswagen set the tone by revealing plans to trim more than 35,000 jobs in Germany by 2030.
Porsche and Volvo are now following suit as both companies have announced cuts due to “challenges.” Starting with the former, Porsche has announced a strategic realignment plan, which includes “adapted product and corporate planning” thanks to the “significantly longer transition phase” to electric mobility.
Because of slower than expected adoption, Porsche will offer additional vehicles with combustion engines and plug-in hybrid powertrains. The company also announced a “realignment of battery activities.”
More notably, Porsche has launched an “extensive cost and rescaling program.” This will result in around 3,900 job cuts by 2029. The company is also planning to have discussions with their works council on a “structural package” that is “intended to make Porsche even more efficient in the medium and long term.”
Porsche CEO Dr Oliver Blume didn’t mince words as he said, “The world has changed” and “We are experiencing a fierce storm.” However, he said “We accept the challenge. We have a plan. We are acting. And we’re not wasting any time.”
Volvo Is Cutting 3,000 Jobs Globally
Over in Sweden, Volvo revealed a number of cuts as part of their previously announced “cost and cash action plan.” The latest effort targets redundancies and is slated to see the elimination of around 3,000 jobs globally. The automaker said these will “primarily affect office-based positions in Sweden and will represent around 15 percent of the total office-based workforce globally.”
The automaker went on to explain the figure includes approximately 1,000 consultants as well as 1,200 employees in Sweden. These eliminations are slated to occur this fall and the company expects the latest restructuring costs to total up to SEK 1.5 billion ($157.6 / £116.2 / €138.5 million).
Volvo CEO Håkan Samuelsson said, “The actions announced today have been difficult decisions, but they are important steps as we build a stronger and even more resilient Volvo Cars.” He added, “The automotive industry is in the middle of a challenging period. To address this, we must improve our cash flow generation and structurally lower our costs.”
DeLorean plans to build 4,000 Alpha5 EVs with a reservation system based on NFTs.
Interested customers must purchase a $2,500 NFT to reserve their Alpha5 build slot.
Final pricing and specifications for the electric sports car are still to be confirmed.
The all-electric DeLorean Alpha5 has been a long time in the making, and it’s finally getting closer to production. However, if you’re looking to pre-order one, you’ll have to jump through a few hoops, and specifically, purchasing an NFT to secure an allocation.
It’s hard not to question the logic of turning NFTs into the key to securing an electric car, especially since the company hasn’t even delivered a single vehicle yet or shown the car in its final production form, but here we are.
It’s important to note that the Alpha5 is built by a company known as DeLorean Motor Company, which, confusingly, has absolutely no connection to the original company that built the DMC-12. Indeed, it grew out of a DeLorean parts and service business. So, while the name might bring up nostalgic memories of the ’80s and time travel, the company itself doesn’t have a history of manufacturing cars.
Nevertheless, the company has established an odd reservation system for the Alpha5, which will be capped at just 4,000 units. DeLorean has launched an online marketplace, where customers will need to pay $2,500 to secure a ‘Build Slot NFT,’ which will be assigned to a random build slot number. But the process is a little more complex than that.
First, you have to set up a digital Slush Wallet, then purchase the NFT using DMC or USDC, which are two cryptocurrencies based on the Sui blockchain. Once that’s done, you can secure your Alpha5, or if you change your mind before the car is even built, you can try to resell the NFT on DeLorean’s platform. As of now, only six Build Slot NFTs have been purchased, so good luck getting in early.
As for the actual car? Well, it seems to be a work in progress. Final pricing details for the new DeLorean have yet to be announced, and the specifications have not been finalized either. When first presented as a prototype three years ago, DeLorean said the Alpha5 would feature two electric motors, allowing it to hit 60 mph (96 km/h) in 2.99 seconds. DeLorean had also promised 300 miles (483 km) of driving range and a 100 kWh battery pack.
The new P7 will be offered with LFP and NMC battery packs in China.
Buyers will get to choose between 20- and 21-inch alloy wheels.
High-performance models get orange Brembo brake calipers.
New details have emerged about the next-generation Xpeng P7 sedan, and contrary to earlier reports, it’s more powerful than its predecessor. With a fresh design that channels Lamborghini vibes, the 2025 P7 is not just a visual upgrade; it also promises improved performance. Unfortunately, it’s a China-exclusive, meaning the US won’t get to experience it firsthand.
The Chinese Ministry of Industry and Information Technology has revealed that several powertrains will be offered for the new P7. Hidden beneath the sultry bodywork of the standard model will be a rear-mounted electric motor that produces 363 hp. It’ll receive its juice from an EVE Energy-sourced lithium iron phosphate battery, although its capacity remains unknown.
For those who want more range, there’s a single-motor, long-range version. It also packs 363 hp but is equipped with a larger NMC battery from CALB.
Chinese customers looking for the ultimate in performance can opt for the new dual-motor model. It retains the 363 hp rear motor, but adds a 223 hp unit to the front axle, resulting in a combined output of 586 hp. It also gets an NMC battery from CALB and comes standard with beefed-up brakes that include orange Brembo calipers.
New data also reveals Xpeng will sell the new model with 20- and 21-inch wheels with 245 mm front and 275 mm rear Michelin Pilot Sport EV tires. Three different wheel designs have also been previewed, all of which are quite striking. We can also see that the P7 will be available with several forged carbon fiber elements, including the wing mirrors and small panels behind the front wheels.
The new P7 measures 5017 mm (197.5 inches) in length, 1970 mm (77.5 inches) in width, and stands 1427 mm (56.2 inches) tall. The wheelbase stretches to 3008 mm (118.4 inches), which should translate to plenty of interior space. Its curb weight comes in at 2090 kg (4600 lbs).
Xpeng is expected to unveil the new P7 at the Guangzhou Auto Show in the third quarter of the year. Unfortunately, unless you’re in China, don’t expect to see it in your market anytime soon.
A former FBI agent claimed that the agency was wary of Musk falling under the Russians’ influence.
He explained that one of the ways this could happen was by placing agents inside Elon’s inner circle.
Despite the controversy, it appears that Musk was never formally under investigation by the FBI.
Being one of the world’s richest and most influential figures definitely has its perks. Those private jets and space-bound adventures aren’t going to pay for themselves, after all. But it also puts a target on your back. Elon Musk is, undoubtedly, one such person, no matter what you might think of him, and he is no exception to the rule.
One actor who is alleged to have tried to gain access to Musk is one of America’s oldest enemies: Russia. Or at least that’s what ex-FBI agent-turned-whistleblower Jonathan Buma alleges. Although the 48-year-old didn’t divulge details on why Musk was targeted by Russian operatives, he firmly believes that it was a real threat.
A Clear And Present Danger
He did say that the way in which Russians tried to get access to Musk was by placing certain individuals, who at the time got influence with him, within his inner circle. “Those efforts were intense and they were ongoing”, he told German broadcaster ZDF and UK news outlet The Guardian. “I can’t go into too much more detail,” he conceded, but did note that Musk himself wasn’t under investigation by the FBI.
Apparently, it was reported that Buma wasn’t the only one concerned about Musk falling under Russian influence. In July 2022, the Wall Street Journal reported that his wealth manager, Jared Birchall, had “cornered” his employer about a new adviser named Igor Kurganov. He was a Russian-born ex-professional gambler who, according to Birchall, “suddenly had immense influence on what to do with Musk’s money” after having spent some time with him during the pandemic.
The FBI reportedly took interest into Elon’s new friend, with an agent making inquiries as part of his duty to “watch out for foreign interference in US companies”. Nevertheless, he had no known connections to Russia, apart from being born there, and was never named a foreign agent. Still, according to the report from the Wall Street Journal, Birchall asked Musk to remove Kurganov from his post at the latter’s private foundation in May 2022, which he did.
Musk’s Contacts
How Elon chose to spend his money was of no real interest to the US intelligence gathering community. On the other hand, whom the head honcho of not just Tesla but, more importantly, SpaceX did talk to about personal issues, business and geopolitical topics, likely was.
According to the same WSJ report from 2024, Musk had allegedly been “in regular contact” with Russia’s president, Vladimir Putin, since late 2022. Musk, however, denied this, stating as recently as last week during an interview with Bloomberg that, aside from a video call five years ago, he hasn’t spoken to the Russian president.
Now, China may be the new superpower that replaced the USSR as the true US antagonist in the world scene, but underestimating Putin’s Russia would be a grave mistake. The ongoing war in Ukraine is as stark as reminder as anyone would need, if there was ever any doubt about that. While not as technologically advanced as America or the People’s Republic, it still has a huge amount of geopolitical clout so it can sit on the table with the other two and demand to have a say in how the world is run.
Tesla Needs To Solve Its Issues, Not Worry About Its CEO
All this could place Musk and Tesla between a rock and a hard place, especially if he’s being targeted by enemy #1 while his company builds cars in enemy #2’s soil. Even if that’s the case, it doesn’t prove Elon is compromised in any way – he could just be another businessman trying to maximize his companies’ profits.
Nevertheless, with Musk getting very political and becoming a close ally to US President Donald Trump, things have become much more complicated. True, they always are when money, politics and, ultimately, power come together. Tesla has, so far, faced more than its fair share of backlash against Musk’s politics. Ultimately, though, falling stock prices and plunging sales may just be the tip of the iceberg – and, ironically, Elon himself could be held accountable for many of his company’s problems.
Denver is cracking down on electric scooters after a spate of accidents.
All scooters will need to automatically deactivate when on a sidewalk.
Riders also need to pass a test before using a scooter for the first time.
Electric scooters have become a go-to option for navigating busy city streets, promising speed and convenience without the hassle of parking or gas. But while they’ve changed the way millions of people move around urban areas, they’ve also turned sidewalks into obstacle courses, and in some cases, landing zones for unexpected ER visits. Now, one U.S. city is drawing a line.
Denver, Colorado, is introducing new rules to control the use of scooters on its streets, and in particular, its sidewalks. The legislation, which passed unanimously, demands all scooters come fitted with technology that can identify when the device is not on a road or cycle lane, and cut all power.
Denver’s Department of Transportation and Infrastructure claims it has already started to test sidewalk detection technology, FOX31 Denver reports, but hasn’t revealed exactly how the systems work or how effective they are. They’d need to have some kind of GPS positioning component, but marking out the areas where it’s okay to scoot from those that are no-go zones sounds like a big task.
“This legislation is about more than scooters and bikes, it’s about saving lives, ensuring dignity for all pedestrians and setting national standards for responsible micro mobility,” said District 10 City Councilperson Chris Hinds, per Fox31.
The city’s emergency department and urgent care centers dealt with around 2,000 scooter-related injuries in 2024, many involving broken bones, cuts and concussions resulting from scooters colliding with pedestrians on sidewalks.
When the rules come into force next year, riders will also be required to pass a short proficiency test before hitting the street on a scooter for the first time. And in 2027 Denver will enact more legislation, this time aimed at preventing people leaving scooters in random places across the city. Riders will have to park them in designated zones such as the ones the DOTI has reportedly been testing near the Denver’s Union Station.
The legality of electric scooters varies across the US, and although Pennsylvania and Delaware are the only states to ban their use, many cities within other states also have their own rules governing the minimum rider age, whether a helmet is required and where they can be ridden. Rhode Island, Texas, Utah, Washington and, until 2026, Colorado, are unique in allowing scooters to operate on sidewalks.
A new report outlines Honda’s upcoming US and global models through 2035.
The automaker will launch of 13 next-gen hybrids between 2027 and 2031.
Despite reduced investment, it still plans multiple EV launches in the coming years.
Honda’s latest roadmap reflects a company trying to straddle two worlds: the pressing reality of today’s market and the long-term push toward cleaner, electrified mobility. While the Japanese automaker is easing off the EV accelerator in favor of hybrids, it hasn’t abandoned its bigger goal, which is carbon neutrality by 2050. And despite some revised timelines, there are still plenty of new models coming over the next decade.
First up, the long-awaited return of the Honda Prelude is finally happening, with North America, Japan, and Europe all on the guest list later this year. The new generation coupe is designed to be a sharper, more performance-leaning alternative to the Civic, equipped with a hybrid powertrain and a gimmicky but fun “S+ Shift” mode that mimics gear changes. Expect a mid-cycle update around 2028, which should help the Prelude avoid feeling stale too quickly.
Between 2027 and 2031, Honda will roll out 13 new hybrid models globally. These will incorporate the next iteration of the company’s e:HEV self-charging hybrid system, offering better efficiency, improved performance, and tighter packaging, all while cutting down production costs. Advanced driver-assist systems will also be part of the mix, boosting safety across the range.
What to Expect from Honda’s Global Lineup
A new report from Global Data outlines Honda’s expected product rollouts from 2025 to 2035. Among them is a new Civic, which makes sense, as Honda gave the current 11th-generation model a light refresh in 2024, and a 12th-gen version is likely for 2028. It’ll benefit from the brand’s next-generation hybrid system.
In the crossover space, the US-spec HR-V (sold as the ZR-V in Europe) isn’t going anywhere until at least 2030, with a mid-cycle update expected beforehand. As for the larger CR-V, one of Honda’s top sellers in the US and elsewhere, the next generation model is expected around 2027. That includes the Chinese versions too, including the CR-V from Dongfeng Honda and the Breeze from GAC Honda, as well as the European model.
Next-Gen SUVs and the Future of the Pilot
Elsewhere in the lineup, the recently refreshed Honda Passport means attention is now turning to the Pilot, which has been on sale since late 2022. A facelift is expected soon, and according to Global Data, it may include a hybrid option.
A full redesign is likely to land in 2028 or 2029, which lines up with Honda’s recent confirmation that a new large, hybrid-only SUV will debut in the US before 2030. Given the overlap, it’s unlikely Honda will launch two similarly sized three-row SUVs, so this upcoming model is probably the next-generation Pilot. Honda says it will offer strong performance and serious towing capabilities, clearly aiming to keep families and weekend trailer-haulers interested.
Sedans might have fallen out of fashion in the US, but demand in China is what keeps the Honda Accord alive. The eleventh-gen model that arrived in late 2022 will get a facelift soon, possibly mirroring the minor changes introduced in the Chinese-spec version earlier this year. Furthermore, a new generation will reportedly arrive in the fourth quarter of 2027, with production in both China and the US.
The aging Odyssey minivan, introduced in 2017, has already been through two facelifts (in 2021 and 2025), which suggests a full redesign could arrive by 2028. The next version may ditch the familiar 3.5-liter V6 in favor of a more efficient self-charging hybrid.
The (Now-Delayed) Rise of Honda EVs
In a recent press conference, Honda CEO, Toshihiro Mibe, confirmed a scaled-back EV strategy. The company has slashed its electrification investment plan from ¥10 trillion (about $69 billion) to ¥7 trillion ($48 billion) by 2031. Honda now expects EVs to make up less than 30% of its global sales mix by 2030.
That doesn’t mean the EV side is dead, just slightly delayed, with several interesting launches planned for the next couple of years. The futuristic Honda 0 Series of EVs will arrive in production form in 2026. The first one will be the Saloon, largely mirroring the styling of the concept. It will be followed by three electric SUVs set to arrive in 2027 and 2028, one of which has already been shown in near-production form.
The Honda Prologue SUV, developed with GM, will receive a facelift for 2028 alongside its sibling, the Chevrolet Blazer. But now that Honda and GM have officially broken up when it comes to co-developing EVs, a next-gen Prologue seems unlikely.
Meanwhile in China, Honda is still pushing forward with a stream of EVs developed through its joint ventures with Dongfeng and GAC. The lineup includes the GT sedan twins and the new Ye P7 and S7 SUVs, all built on EV-specific platforms. It’s unclear whether any of these models will leave China, or remain domestic-only.
The Honda City is due for a refresh in 2026 in both hatchback and sedan formats, and it will likely retain internal combustion power to stay cost-effective. Over in India, the small Honda Amaze sedan that debuted in late 2024 won’t be replaced until 2031.
The Indian-made Elevate, which is exported to Japan as the WR-V, will receive a fully electric variant later in 2025. The small SUV could receive a mid-lifecycle update in 2028, with a new generation arriving closer to 2031. Honda’s other WR-V, which is offered in Malaysia, Indonesia, and Thailand, will reportedly get a facelift in 2026 and a successor before the end of the decade.
The Honda Fit/Jazz will also receive a major facelift in China later this year, although it is not clear if this version will reach other markets. The current fourth-generation Fit/Jazz has been around since 2019, and received a mild facelift in 2022 for Europe and Japan. Honda will likely unveil the next iteration of the minivan-style hatch by 2028, keeping it relevant against the competition.
The mechanically related global-spec Honda HR-V, sold as the Vezel in Japan, could also get a new generation in 2028, with both hybrid and fully electric powertrain options on the table.
In Japan, the Honda N-Box kei van is expected to get a facelift within the next few years, followed by a full redesign closer to the end of the decade. The current generation launched in 2023 and has remained Honda’s top-seller in the Japanese market, consistently moving over 200,000 units a year. A fully electric variant, likely modeled after the N-Van e:, is also expected to join the passenger lineup.
The China-made Odyssey that is being exported to Japan is a totally different model from the US-made minivan with the same name. Having been originally launched in 2013 with facelifts in 2017 and 2020, it is nearing the end of its lifecycle, with an all-new successor expected later this year.
By contrast, the Honda Freed minivan is still relatively new, having launched in 2024. A facelift could arrive in 2028, with a full redesign expected in 2032.
Lastly, Honda’s not giving up on hydrogen. Despite ending its collaboration with GM, the company is continuing development of its next hydrogen-powered model in-house. It’s scheduled to arrive in 2027, though it’s unclear whether it will be more widely available than the limited-run CR-V e:FCEV plug-in hybrid.
A Rivian R1S driver accidentally backed into a UPS truck and, thankfully, didn’t suffer much damage.
Nevertheless, that fender bender left him wondering whether it would result in the car being totaled.
Some recent examples show why their worry may be fully justified, while others offer lots of hope.
For most people, a small parking mishap is more of a nuisance than a real problem. But when your vehicle is packed with sensors, custom parts, and carries a price tag north of $65,000, a light tap can spiral into something much more stressful. That’s exactly what happened to one Rivian R1S owner, whose seemingly minor accident now has him worried the SUV could be totaled.
The incident happened when the driver accidentally backed into a parked UPS truck. “I thought I was looking at its shadow in the camera,” the driver wrote on Reddit. To their credit, it appears as though they stopped quickly after making contact.
Small Damage, Big Anxiety
The rear light bar is cracked and the tailgate has a golf ball-sized dent as well. How on earth could someone worry that this is enough damage to total an SUV worth north of $65,000? Well, it’s a common concern for EV owners in this particular community. Almost exactly a year ago, we told you about a Rivian R1T with damage to the rear corner of its truck bed.
The repair bill ended up being $21,149.16. An R1S owner in the comment section showed off their own repair bill of $10,803.65 for an upper C-pillar accident that narrowly avoided cracking the glass. Despite what looks like less than a square foot of damage, the labor alone was $2,322.
Things might be improving for Rivian owners, though. In another incident from February, we see damage that appears almost identical to that of this new case. That accident earlier this year cost $7,490.34. On top of that, another owner showed us in March how they saved thousands by using pointless dent repair (PDR) and their own skills.
Others suggested in the comments that this owner go the same route. Light bars like the one he damaged are available on the second-hand market and PDR can cost as little as a few hundred bucks. One guessed that the repair costs through a certified shop would be around $15,000 which, while a considerable amount, wouldn’t be totally shocking for a Rivian.
Of course, it’s always possible the original poster is being a bit tongue-in-cheek. Still, it’s a reminder that even a light bump in a high-tech EV can turn into a surprisingly complicated and expensive process.
PROS ›› Unique styling, premium interior, brand cache CONS ›› Pricey, no LiDAR, inefficient, poor range
Electric vehicles aren’t just the future anymore. They’re the present. And as the segment matures, more legacy carmakers are betting big on designs that challenge their own history. That’s exactly what Lotus has done with the Eletre, an electric SUV that still has purists in a mild existential crisis.
It’s been almost three years since the world first laid eyes on the all-electric Lotus Eletre and still, people are up in arms about it. “How dare a brand focused on lightweight sports cars like Lotus launch a heavy SUV?” they say. “Colin Chapman would sure be turning in his grave.”
It’s not hard to see where they’re coming from. Since its inception, Lotus has produced some of the finest, driver-focused sports cars ever made, and the Eletre marks a dramatic departure from this ethos. However, enthusiasts were also lamenting the end of “real” Porsche when it introduced the Cayenne back in 2002; however, nowadays, many of those 911 purists who hated on it back in the day probably now own one as their daily driver. Not to mention that its success gave Weissach the funds it desperately needed to keep its iconic sports car alive and kicking.
In much the same way, to instantly write off the Eletre simply because it’s not a lightweight sports car worthy of the Lotus badge would be to ignore one of the very finest luxury SUVs on sale, and after recently living with one, we’re happy to accept it as an important part of Hethel’s family. Naysayers may complain all they want but the times, they are a changin and those who don’t adapt and evolve are destined to die.
QUICK FACTS
› Model:
2025 Lotus Eletre S
› Starting Price:
AU$229,990 (~$148,900)
› Dimensions:
5,130 mm (201.9 in.) Long 2,019 mm (79.4 in.) Wide 1,636 mm (64.4 in.) High 3,019 mm (118.8 in) Wheelbase
› Curb Weight:
2,595 kg (5,720 lbs)*
› Powertrain:
Dual electric motors / 112 kWh battery
› Output:
603 hp (443 kW) / 524 lb-ft (710 Nm) combined
› 0-62 mph
4.5 seconds*
› Transmission:
Single speed
› Efficiency:
21.4 kWh/100 km as tested
› On Sale:
Now
*Manufacturer
SWIPE
Photos Brad Anderson/Carscoops
The Eletre didn’t really come out of nowhere as most people may think. At the 2006 Geneva Motor Show, Lotus unveiled the APX concept. It was its first attempt at testing the waters for an SUV and, although it never made it to production, the British brand knew the potential such vehicles had. However, it wasn’t until the brand became majority-owned by Geely that efforts to launch such a model really started in earnest.
Three different versions of the Electre have been introduced, starting with the base model, and growing to include the S and the R. All use the same 112 kWh lithium-ion battery pack, and the base and S models have a pair of electric motors delivering 603 hp (443 kW) and 524 lb-ft (710 Nm). The flagship R ups the ante significantly, churning out a monstrous 905 hp and 726 lb-ft (984 Nm) of torque. We tested the Eletre S, priced from AU$229,990 ($148,900) in Australia. This tag positions it nicely between the base model starting at AU$189,900 (~$122,800) and the R that tops out at AU$279,990 (~$181,100).
You don’t need us to tell you that this is, indeed, a lot of money. However, the Eletre doesn’t really have any direct rivals. Yes, Mercedes-Benz has the AMG EQE53 and BMW the iX M60 (soon to be facelifted and renamed the M70) but neither is quite as special as the Lotus. They also do not come close to matching the Eletre’s performance. To match that, you’ll need to cough up over AU$400,000 (~$259,000) for a Lamborghini Urus.
All versions of the Eletre are all based on an 800-volt electrical architecture and support 350 kW DC fast charging. They also come as standard with an adjustable air suspension, Continuous Damping Control (CDC) dampers, torque vectoring by braking, and flamboyant exterior and interiors that cannot be matched by anyone but the Italians.
A World-Class Interior
The cabin of the Eletre is really beautiful, and that’s not something that can be said about many interiors on the market, let alone for an SUV. Sure, many are functional and feature premium materials and all sorts of equipment – but the Lotus just makes you feel special.
First is the steering wheel. In photos, the shape may look a little odd and appear a little over-the-top, but in person, it looks like an expensive piece of jewelry. It’s perfectly sized and clad in plush grey leather with a metallic 12 o’clock mark. On each side of the wheel are rocker switches that are used to operate most functions, like music settings and the driver-assistance systems. Although they do take some time to get used to, once they do, they become second nature.
Not everything is perfect, though. Many cars, even EVs, have paddle shifters behind the wheel but, in the Eletre the left one adjusts the level of brake regeneration, while the right is used to toggle between the different drive modes. Much like the Brabus Smart #3 we drove a few months ago, the digital gauge cluster is limited to a thin 12.6-inch display incorporated into the dashboard. It’s not particularly fancy and does feel like a bit of an afterthought. Other important driving details can be shown on the 29-inch head-up display.
Photos Brad Anderson/Carscoops
Even so, the top of the dash looks like a piece of art with separate panels on the driver and passenger sides, joined together by intricate (and infinitely configurable) ambient lighting. A large 15.1-inch infotainment display then catches the eye. Much like a Tesla and many other EVs that followed its lead, the software operates in a similar fashion to a tablet. It runs on not one but two Qualcomm Snapdragon 8155 chipsets and utilizes Unreal Engine 5, resulting in staggeringly detailed graphics and response times. Simply put, it’s the most seamless infotainment system I’ve ever used.
That being said, it can be a little overwhelming to start with. The number of settings and menus is bewildering and may put off some less tech-savvy buyers. However, after spending a little time with it, it feels very natural. All climate settings are on the screen, as are controls for the ventilated, heated, and massaging front seats, while both wireless Android Auto and Apple CarPlay are supported, and they work seamlessly.
Lotus’ attention to detail also has to be applauded. Virtually every part of the cabin is clad in expensive-looking leather or Alcantara, giving the Eletre a very premium feel. We particularly liked the brass-colored shifter and temperature controls, as well as the exposed speaker grilles on the front doors, and the small screen on the passenger side is also a nice touch.
One thing that did concern as is the seat bolsters. As you’ll see in the image above, the driver’s side thigh bolster had some worrying signs of wear and deep creases in the leather, despite our tester being just a few months old. Then again, automotive journalists are not exactly known for being extra careful with the cars automakers hand over to them, and this particular example might have been used for other purposes, and by many people, too during its short life.
Space Is Not An Issue
Since this is definitely meant to be a family car, Lotus has paid attention to rear-seat passengers as well. The second-row seats are exceptionally comfortable and there’s loads of legroom and headroom for even taller occupants. Additionally, the backrests are electrically adjustable and offer heated and ventilated functions, both of which can be controlled via the touchscreen on the back of the center console. There’s also quad-zone climate control, meaning there’s not only four sections of the cabin that can be set at different temperatures, but the fan speeds can also be adjusted independently.
Photos Brad Anderson/Carscoops
Key features of the Electre S that aren’t found on the base model include illuminated metal tread plates, an active rear wing, soft-close doors, and a thumping 23-speaker KEF Reference audio system. It also comes with 22-inch wheels as standard, but can be optioned with 23-inch ones if you so desire. Additionally, the standard six-piston front brake calipers can be replaced with 10-piston ones and carbon ceramic discs. Black, white, gold, red, and green leather is also available for the cabin.
Cargo capacity is more than generous. There’s 688 liters (24.2 cubic feet) of space in the trunk, which grows to 1,523 liters (53.7 cubic feet) with the rear seats folded down. Lotus has also added a small storage area in the frunk, although it’s only large enough to fit a thick charging cable.
How Does It Drive?
Heading into my week with the Eletre, I wasn’t quite sure what to expect. Would it be boring to drive like most other EVs, or would it offer something different that the competitors don’t?
The first thing to surprise me was the acceleration. Ordinarily, EVs with this much performance stick you to the seatback the moment you hit the throttle. According to Lotus, the Eletre S only needs 4.5 seconds to hit 62 mph (100 km/h), but all the power and torque aren’t deployed instantly, meaning it launches off the line quite sedately. As the speeds start to build, so does the acceleration. It begins to pull noticeably harder after 90 km/h (56 mph), in a similar way to the Audi RS e-tron GT when it switches into second gear. Unlike the Audi, however, the Lotus only has a single-speed transmission, so it’s likely some software trickery that’s behind this surge in acceleration.
We suspect the Eletre R, with its 2.9-second 0-62 mph time, provides the same instant hit as comparable EVs. In the S, we matched the claimed 4.5-second sprint with a GPS timer, and the Lotus will happily repeat these times again and again even as the battery begins to drain.
Photos Brad Anderson/Carscoops
Lotus models have long been lauded for their precise steering, and we’re happy to report the Eletre steers like a Lotus should. Of course, there’s no hiding the fact that it weighs 2,959 kg (5,720 lbs), but you could be easily fooled into thinking that, while no Elise, it’s significantly lighter than that figure suggests. The steering is perfectly weighted, and the Eletre quickly responds to inputs, dancing around corners in a way that an SUV like this has no business doing.
No doubt aiding in the extraordinary handling is the fact that it has massive 275/40 Pirelli P Zero tires at the front and 315/35 ones at the rear. Despite driving as hard as I felt comfortable to on public roads, I couldn’t push the Lotus into any kind of understeer or oversteer – it always remained neutral and composed.
We’re more than pleased to report that the brakes are mighty. Even though our test car had the standard six-piston calipers rather than the optional ten-pots and carbon ceramic discs, it only needed 2.6 seconds to stop from 62 mph, the same time we recorded in a BMW M4 Competition. And it’s not just the stopping power that’s impressive, but also the way the brakes feel. They are smooth and predictable, and the changeover between the regenerative and friction braking is imperceptible.
Speaking of the regenerative brakes, several different levels can be toggled through the left paddle shifter. Unfortunately, there’s no one-pedal driving mode, which seems a little silly, as it’s something many much more affordable EVs offer. Lotus could have easily added it if it wanted, but for whatever reason, chose not to.
Several different driving modes are available, including Individual, Sport, Tour, Range, and Off-Road. All of these settings allow for individual adjustments of the air suspension and the ride height. Regardless of the ride height and the driving mode, the ride remains plush and comfortable, which is not something that can be said about many other big EVs like this.
Not All Is Perfect
One of the biggest talking points about the Eletre has been its use of several LiDAR sensors, including one that pops out of the roof and two that are deployed from the front fenders. In some markets, these are offered as standard, but in Australia, they are only available as part of the AU$8,000 (~$5,200) Highway Assist Pack, which Lotus tells us 20% of buyers are opting for. What’s frustrating is that vehicles without the LiDARs do not get any form of active lane centering and only have a traditional radar cruise control system. At this price point, lane centering is a must.
Efficiency is not the Eletre’s strong suit either. It has a quoted range of 500 km (311 miles), and while that’s certainly achievable when cruising, that figure drops nearer to 400-450 km (248-280 miles) if you start having some fun. That’s enough for most people, but not that impressive when you consider that the Lotus carries a big, 112 kWh pack.
Our tester also had some extremely overactive matrix LED headlights. Ordinarily, headlights like these intelligently blank out segments when the high beams are switched on to avoid blinding oncoming traffic. However, the lights of the Eletre are almost continuously cutting lighting segments in and out. It seems as though the system gets confused with the reflectors of other cars, and even brightly-lit street signs, mistaking them for other cars’ headlights.
While cruising down one residential street with dozens of parked cars, the Eletre’s lights were flashing as if they were used in a disco. For an EV that costs this much, an issue as obvious as this should have been fixed before Lotus even commenced production.
Verdict
While those who’ve never driven the Eletre will likely continue to voice their opposition to a big, heavy, electric SUV with a Lotus badge for quite some time, the fact remains that the car itself is superb. It has bold and futuristic looks that turn heads and a plush and luxurious interior that’s unlike anything else on the market.
Throw in great driving dynamics, and you get a vehicle that ticks plenty of boxes and stands out in the crowded premium SUV market. And for buyers who want to avoid the obvious choices from Porsche or Lamborghini, that may be reason enough to give it a second look.
Approximately 174,000 new charging points are needed annually to keep up with EV sales.
Biden’s administration allocated $5B over five years to expand EV charging infrastructure.
US charger installations dropped 21 percent during the first quarter of 2025 alone.
Sales of electric vehicles are on the rise in the United States, but the road ahead for charging infrastructure looks a whole lot bumpier. Despite growing interest in EVs, the pace of building high-speed chargers isn’t just lagging, it’s actively falling behind. Add in looming policy shifts under the Trump administration, and the gap between supply and demand could widen even further.
It’s understood that the number of high-speed EV chargers being installed across the US dropped more than 21% through the first quarter compared to last year. With this in mind, BloombergNEF has cut its expectations for EV installations this year from 360,000 to 285,000 units. The trend doesn’t look promising.
“If we continue in this direction, BNEF’s outlook for annual US charger installations in 2030 could be adjusted downward by 30% or more,” analyst Ash Wang said, pointing to a possible long-term impact if the current pace doesn’t pick up.
Charger Goals Slipping Into Reverse
Shortly after taking office, President Donald Trump suspended federal funding for EV chargers. Those funds were supposed to be distributed to states through the National Electric Vehicle Infrastructure Formula Program, which allocated $5 billion over five years to install chargers in every state across the country. The aim was to jumpstart installation efforts across the country and prepare the grid for rising EV demand. Without it, momentum has started to slow noticeably.
According to the Department of Energy, there are currently just over 208,000 public charging ports in the US. On paper, that sounds like progress. But to match projected EV and PHEV sales growth, roughly 174,000 new charging points need to be added every single year. Falling behind now makes catching up later exponentially harder, not to mention, a lot more expensive too.
Investment Stalls as Support Fades
As reported by Bloomberg, S&P Global believes that by halting government support for charging infrastructure they’ll be less private investments in the sector, leading to plug scarcity and negatively impacting EV owners.
“President Biden’s ridiculous EV initiative promised much but delivered nothing, leaving American taxpayers to cover the cost of crony deals that enriched the Democrats’ base,” White House spokesman Harrison Fields said when recently asked about the slowdown in charging infrastructure. “President Trump was elected to dismantle the Green New Scam, and he is fully committed to doing so.”
Politics aside, the numbers show a troubling mismatch. EVs are being sold, but the support network they need isn’t keeping pace. Unless policy and investment align with that growth, infrastructure could become the weakest link in the EV transition.
Digital artist previews the next Renegade with sharper styling and off-road-inspired details.
Interior features digital cockpit and clever storage solutions borrowed from the Avenger.
Jeep has confirmed a new Renegade for 2027, with hybrid and full-electric drivetrain options.
The market is full of small SUVs though not all of them seem equally prepared for the present. Jeep just introduced a new generation of the Compass in Europe, joining the entry-level Avenger and the well-worn Renegade.
Now one of the oldest models still hanging around in the segment in markets outside the US and Canada, where it was discontinued in 2023, hasn’t exactly aged like fine wine. That lingering shelf life prompted independent designer Marco Maltese to imagine what a fresh take might look like.
The current Renegade debuted all the way back in 2014. And while it’s had a few facelifts and tweaks over the years, its styling now looks more like a holdover from a past era than anything contemporary. Jeep has confirmed a new generation is on the way, scheduled for 2027 with a US starting price below $25,000. But Maltese didn’t feel like waiting around, so he rendered his own version, in the form of a more angular, forward-looking design that still leans into the Renegade’s rugged personality.
Bringing The Renegade Up To Speed
Illustrations Maltese Design
The digital concept keeps the original Renegade’s compact footprint but trades its rounded edges for a sharper, more angular design. Its profile is defined by crisp surfacing over pronounced fenders, giving it a futuristic stance that’s further emphasized by a rising window line. The 3D model shown rides on large alloy wheels wrapped in low-profile tires, though an off-road-focused Trailhawk version is also envisioned, equipped with proper all-terrain rubber.
Up front, the classic round headlights are gone. Instead, Maltese opted for semi-circle LED graphics, now a common sight on everything from the Land Rover Defender to a growing list of Chinese SUVs. Jeep’s signature seven-slot grille remains, flanked by hefty plastic bumper cladding that nods to the brand’s off-road lineage.
At the rear, things stay fairly upright. The redesigned tail evolves the Renegade’s original shape with slimmer LED taillights and a beefy skid plate that echoes the front bumper’s rugged look.
A Look Inside
Illustrations Maltese Design
Even though this is just a digital concept, Maltese didn’t stop at the exterior. He also drafted an interior with a modern digital cockpit and thoughtful storage compartments throughout the dashboard and center console, borrowing a few clever packaging cues from the smaller Jeep Avenger.
New Underpinnings With An Emphasis On Electrification
When Jeep finally unveils the next Renegade, it won’t just be a new shell on an old frame. The model is expected to ditch the FCA Small Wide 4×4 platform in favor of Stellantis‘ newer architecture. The STLA Small platform looks like a strong candidate, with its flexibility for combustion, mild-hybrid, and full-electric powertrains, all while helping keep production costs in check.
Looking at its mechanically related siblings, the next Renegade could be offered with Stellantis’ turbocharged 1.2-liter engine paired with a 48V mild-hybrid system. This setup also opens the door to an all-wheel-drive version, thanks to an electrified rear axle, similar to what’s used in the Jeep Avenger 4Xe. In addition, a fully electric powertrain has been officially confirmed, following the path already taken by the Avenger and Compass.
When it arrives in 2027, it’ll face a different landscape depending on where it’s sold. In the US, the Renegade will be one of the few remaining small SUVs in a market increasingly obsessed with size. In Europe, however, it’ll go up against a far more crowded segment filled with contenders like the Dacia Duster, Peugeot 2008, Citroen C3 Aircross, Opel Frontera, VW T-Cross, Hyundai Kona, and plenty of others.
So, what do you think of this unofficial Renegade reboot? Does Maltese’s vision strike the right balance, or would something closer to the Compass’s design language feel more at home?
Thanks to Maltese Design for sharing his project with us.
Volvo has warned that US tariffs could make it too expensive to import its EX30 SUV.
President Trump has recommended a 50% tariff on goods imported from Europe.
CEO Hakan Samuelsson said he expects car buyers to take on the new tariff costs.
America waited what felt like an eternity to get its hands on the electric Volvo EX30 while European reviewers raved about it, but no sooner has it arrived than the EX30 is already at risk of disappearing. Volvo’s CEO has warned that he might be forced to pull the company’s smallest EV from the market because it’s simply not economically viable to import it under current US tariffs.
Hakan Samuelsson, who has returned to head the company after a three-year hiatus, made the revelation as Trump’s 90-day tariff pause nears its end. European carmakers are preparing for the possibility of a June 1 introduction of a 50 percent levy on cars imported to the US from the region.
Speaking to Reuters, Samuelsson said a 50 percent tariff would “limit the ability” of Volvo to sell the EX30 in America. Although Volvo builds the bigger EX90 in the US, American-spec EX30s are built in Belgium, with the company having moved export production there from China, which led to a delay in its US arrival. The automaker is believed to be considering moving production of the EX30, and potentially the XC60, to the US.
Buyers Will Feel the Price Hike
Samuelsson was also adamant that customers and not the carmaker itself would have to soak up most of the tariff-related price increases. Unlike high-end brands like Aston Martin or Ferrari, which cater to buyers with deeper pockets and much more tolerance for sticker shock, Volvo plays in a different league. Its buyers are much more sensitive to price increases, which makes tacking on a tariff-induced markup a risky proposition.
Volvo’s expectation that car buyers will have to shoulder the burden disproves Trump’s belief that tariffs will be “eaten up” by the exporting companies and their nations.
Hoping for a Diplomatic Detour
Even so, Samuelsson seems confident that some kind of resolution will be reached between Europe and the US. Under the terms of a deal secured between the UK and the US earlier this month, Land Rover, Mini and other British brands get away with a more manageable 10 percent tariff.
“I believe there will be a deal soon,” Samuelsson told Reuters. “It could not be in the interest of Europe or the U.S. to shut down trade between them.”
Time is running out, but the industry is watching closely. If nothing changes by next month, the EX30’s American road trip could be cut painfully short.
Roughly one in ten new Cadillac EV buyers are switching over from Tesla models.
The Lyriq is capturing around 25 percent of Tesla owners trading in their vehicles.
Cadillac says its growing EV lineup positions it for luxury market leadership success.
Electric vehicles are, nowadays, neither a niche or a novelty. As more automakers flood the market with new models, competition is heating up – and Cadillac wants in. GM’s luxury brand is making a serious push to grow its EV presence, and a part of its strategy includes luring customers away from other automakers.
According to one General Motors executive speaking to CNBC, around 80 percent of new Cadillac EV buyers are coming from outside the brand. A closer look at the data shows that roughly one in 10 of those newcomers is switching over from Tesla.
Cadillac’s weapon in this EV conquest? The Lyriq. As the brand’s central electric offering, the Lyriq has become a significant driver of customer conversion. It boasts a starting price of under $60,000 and is eligible for a $7,500 federal tax credit, at least for now. It features a huge 33-inch curved OLED display, lots of luxury, and decent range too. Unsurprisingly, about 25 percent of Tesla owners trading in for a Cadillac are choosing the Lyriq.
“We see the opportunity to increase the conquest rate for Tesla, absolutely,” Brad Franz, Cadillac director of global marketing, told CNBC. The portfolio is the key,” he continued. “We’ve always had good interaction with Tesla customers, but in the past, that’s been in that 10% to 15% range [for Lyriq]. So, certainly, we’re seeing a good jump in conquest rate.”
Are Some Tesla Owners Just Done With Tesla?
Interestingly, at least one analyst believes that this is less about how perfect the Lyriq is for Tesla owners and more about getting out of the Tesla ecosystem altogether. “People leaving Tesla cars now, they’re, in my opinion, making a very deliberate choice to get out of that car. If your priority is to get out of the Tesla ASAP, then they’re not, technically, cross-shopping Tesla for their next car,” said Joseph Yoon, Edmunds’ consumer insights analyst.
That trend might not slow down anytime soon either. Tesla is facing a myriad of concerns at a brand level. At the same time, Cadillac is offering a stronger EV portfolio than ever before. “Cadillac is leading the way with our EV lineup,” Franz said. “We’re really poised for success. We’re going to take this portfolio, now that Vistiq is rounding out the SUV portfolio, and become the No. 1, tier-one EV luxury brand.”
What Buyers Are Actually Comparing
Data from Edmunds shows that Lyriq shoppers are also eyeing models like Cadillac’s own Optiq, the Acura ZDX, Ford Mustang Mach-E, and BMW iX. Just behind those are the Kia EV9 and GM’s own Chevy Blazer and Equinox EVs. Tesla buyers, on the other hand, tend to stay loyal, often looking at other Teslas when they’re ready for something new. Depending on the model, they may also consider options from Honda, Hyundai, Kia, or occasionally, the Equinox EV or Hummer EV.
It’s still too early to say if Cadillac can claim a top spot in the EV luxury space, but the landscape is shifting. Buyers in the EV market have more choices than ever before. The real question is whether that momentum can continue or if new regulations, tariff concerns, and stifled EV infrastructure will change that.
The all-electric Mazda EZ-60 will have a Li-Po battery and 255 hp.
The EV is slated to have a range of 373 miles per the CLTC standard.
It seems to be a hit in China, with Mazda receiving 18,000+ pre-orders.
Mazda introduced the EZ-60 crossover at the Shanghai Auto Show last month. While the initial focus was on the range-extended variant that will be sold in Europe as the CX-6e, China’s Ministry of Industry and Information Technology has now revealed a number of details about the fully electric model.
On the styling front, the design isn’t much of a surprise as it looks virtually identical to the range-extended crossover. As such, it features split lighting units and a fully enclosed grille, as well as digital side mirrors, flush-mounted door handles, and plenty of plastic body cladding.
That much we were already aware of – the real news is the release of performance specifications. According to the Chinese ministry the EZ-60 will have a 255 hp (190 kW / 258 PS) electric motor that enables the crossover to hit a top speed of 115 mph (185 km/h), a lithium iron phosphate battery, and a curb weight of up to 4,806 lbs (2,180 kg).
Many details are still unknown, but Mazda has previously said customers can expect a CLTC range of around 373 miles (600 km). For comparison, the rear-wheel-drive Tesla Model Y delivers 368 miles (593 km), while the all-wheel-drive version manages 447 miles (719 km) under the same, highly optimistic Chinese driving cycle. Mazda also revealed the BEV variant of its crossover will have a 47:53 front/rear weight distribution as opposed to the 50:50 setup found in the range-extended model.
That’s not a lot to go on, but Mazda recently revealed they have received more than 18,000 pre-orders since the EZ-60 debuted last month. Bear in mind, though, that those numbers never translate into actual sales – they are just an indication of the public’s interest. Moreover, anyone could place a pre-order by paying a deposit that started at just ¥10 ($1.39), or practically pocket change.
Regardless, the EV should feature a classy cabin with a 3D heads-up display and a 26.45-inch screen. We can also expect an AI assistant, a 23-speaker audio system, and zero-gravity front seats with eight massage modes.
VW revealed a tiny ID. Buzz camper now part of Miniatur Wunderland’s model collection.
The 1:87 scale van drives through the miniature city while towing a detailed caravan.
Over 200 hours of work went into building the electric-powered and self-charging model.
Even at 1:87 scale, Volkswagen’s obsession with campers is alive and well. From the iconic T1 to the modern, all-electric ID. Buzz, the brand has spent decades turning road trips into a lifestyle, now it’s shrinking that ambition into something you can lose in your sock drawer. The latest creation inspired by the ID. Buzz is a fully functional scale model cruising through Hamburg’s Miniatur Wunderland, tiny caravan in tow.
Creating a micro-camper that small is tricky enough, but this one doesn’t just sit pretty on a shelf. It drives. It lights up. It does everything you’d expect from a real EV, just in a version small enough to fit in the palm of your hand. After nearly 200 hours of intricate work, the miniature Buzz finally hit the road, well, track actually, for its first voyage.
Engineering, in Extra Small
The mini caravan and roof rack aren’t just there to look cute. They’re crucial for stashing all the mechanical components that couldn’t be jammed inside the scale ID. Buzz itself. Still, the model stays impressively faithful to the real thing, right down to its cheerful yellow and white color scheme.
Power comes from a microscopic electric motor running on a 4-volt system. And because even tiny vehicles need to recharge, the model drives itself to a custom charging station when the battery runs low. It tops up in 30 minutes, using its side mirrors as charging connectors, which is exactly the kind of clever over-engineering you’d expect from a place called Miniatur Wunderland.
Volkswagen
According to Volkswagen, this is the smallest moving vehicle in Knuffingen’s fully automated road traffic network, and the only one hauling a camper. The fictional city is part of Hamburg’s Miniatur Wunderland, Germany’s most popular tourist attraction, which features over 1,200 trains and 16 kilometers (10 miles) of painstakingly detailed track and scenery.
The tiny minivan was modeled after the ID. Buzz of #BULLILOVEstories that has covered over 125,000 km (77,671 miles) through 41 countries. Presenter Christian Schluter has spent more than 220 nights in the vehicle, as he travels around the world collecting stories about the iconic VW Bus.
Interestingly, VW is keeping track of the distance traveled by the tiny ID. Buzz camper in Miniature Wunderland, converting it to scale to see if it surpasses the mileage of the original. Furthermore, the company has hidden another miniature ID. Buzz within the facilities in Hamburg, as an Easter Egg for visitors.
The US House of Representatives just passed Donald Trump’s ‘Big Beautiful Bill’ legislation.
It’ll now go to the Senate, where it’ll also have to pass before making it to the president’s desk.
If approved, EV and hybrid owners could face significantly higher annual registration taxes.
After a marathon session in the House, lawmakers passed Donald Trump’s ‘Big Beautiful Bill’. While it still has to go through the Senate before becoming a law, the implications are indeed big. Under the proposal, hybrid owners could pay $100 more every year to register their car, while EV drivers would face a steeper fee of $250.
Those new taxes are meant to combat the debt that the government incurs as a result of crumbling infrastructure. Right now, that work is mostly funded by gas taxes which are currently set at $0.18 per gallon. With more people driving EVs and hybrids, people are buying gas less and so the funds are dwindling.
“The bill includes provisions from the Transportation and Infrastructure Committee to provide historic investments in the United States Coast Guard to strengthen our national and border security, as well as … ensuring that electric vehicles begin contributing to the Highway Trust Fund,” said Rep. Sam Graves (R-Mo.), chairman of the influential Transportation and Infrastructure Committee.
According to TTNews, the last time the Highway Trust Fund received any sort of assistance was back in 2021. Despite that, it goes into tens of billions of dollars of debt every year. Since EVs buy very little fuel, they’ve often been seen as freeloaders on American roads. Hybrids fall into the murky middle. Both tend to weigh more on average than a gas-powered car in the same segment so it’s worth considering that they have the potential to do more damage.
A Broken System Gets a Shakeup
The reality here is that with or without EVs and hybrids, the government’s plan for funding highway infrastructure was a failure. It’s never been tied to inflation, so it’s continually lagging behind, and now we’re here, 20 billion dollars in debt annually.
That said, it seems that the pendulum of failure might be swinging just as strongly but in the other direction now. As we pointed out in our earlier coverage of this topic, now, EV and hybrid drivers will end up paying far more than gas-car drivers. Ultimately, this could still end up getting axed before it becomes law. GOP leaders in the Senate could make several changes before trying to pass it there.
California vows to sue after Senate votes to revoke its clean air standards waiver.
Newsom calls move illegal, says it endangers public health and the environment.
This will be the 23rd lawsuit filed by AG Rob Bonta against the Trump administration.
California is going to war, legally speaking, against the Federal government. On Thursday, the GOP-led Senate voted to strip the state of its longstanding ability to set its own vehicle emissions rules. California’s response? A firm promise to sue the federal government if and when US President Donald Trump signs the measure into law.
When the news broke, California Governor Gavin Newsom didn’t wait long to respond. He immediately called the move illegal and said it was harmful to health and the environment. “The party of MAHA (Make America Healthy Again) is making our world smoggier,” he said. To revoke the waiver from California, the Senate did go against counsel from two nonpartisan government entities that both said it would be illegal to do so.
States’ Rights or Regulatory Overreach?
That said, the GOP felt that California had too much power and was leveraging that power to set rules on a pseudo-federal level. Several states had joined California in imposing the same rules, including one that banned new gas-car sales after 2035.
Based on data, those goals were far too lofty considering the current state of EV adoption in the U.S. The GOP decision takes the stress off of automakers, oil companies, and dealers who felt they were going to be stuck with products that wouldn’t sell well.
Health First, Says California
For many in California, the state’s regulations are prioritizing health and wellness above all else. “We have real-world evidence that these rules are improving public health,” said Dr. John Balmes, of UC Berkeley. A recent study from the University of Southern California showed a significant reduction in asthma-related emergency room visits for children and adults associated with the number of electric vehicles in a zip code.”
Others in the state see the revocation of the waiver as a positive move. “I think this was a good middle ground that we can still talk about EVs,” said John Pitre, CEO of Motor City Auto Club in Bakersfield, to BakersfieldNow. “We can still develop them. We can still have future opportunities to explore different types of EVs. But it’s not at the detriment of people having a selection of gas or diesel-powered vehicles that they may really want.”
Ultimately, only time will tell whether or not California’s lawsuit will claw back its freedom to set its own standards. This will be the 21st lawsuit filed by the state attorney general against the Trump administration. “The federal government’s overreach is illogical,” Bonta said in a press conference in Sacramento. “It’s politically motivated, and it comes at the expense of Californians’ lives and livelihoods.”
Tesla slashed lease costs on Model Y Long Range with lower payments.
Dual-motor version now leases for $530 monthly before fees and incentives.
It also confirmed that the 1.99% financing deal for the AWD will end next month.
Tesla is pushing hard on its updated Model Y lineup, trimming lease costs and setting an end date for a low-interest financing offer that’s been floating around for a while.
Tesla has reworked the lease terms (likely by reducing the Money Factor / interest rate) so the Long Range RWD can be had for $491 a month on a 36-month, 10,000-mile-per-year lease with zero down, before taxes and fees. That figure drops even more if your state throws in EV incentives. In Massachusetts, for example, a $3,500 state rebate brings the payment down to just $380 a month. Prefer a shorter lease? A 24-month term with the same mileage costs $525 per month before taxes and fees.
Step up to the dual-motor Long Range AWD version and the numbers have been lowered too. Tesla has knocked around $75 off the previous monthly lease rate, bringing it down to $530 per month for 36 months and 10,000 miles. Apply that same Massachusetts incentive and you’re looking at $421 a month. The 24-month lease for this trim is $560.
In terms of financing deals, the Model Y Long Range All-Wheel Drive is still available with an APR of just 1.99 percent. Notably, that deal is available for a minimum down payment of 15% plus applicable taxes and fees for up to 72 months. Those who do need to use the 84-month term are subject to a much less appealing 6.44 percent APR. That has been the case for a little while now, but Tesla is putting a deadline on it. It’ll end after June 16.
Finally, the Long Range RWD version isn’t available with 1.99 percent financing. The best rate available on it right now is 5.49 percent. Granted, the total price difference between the two versions is just $4,000 total so moving up to the AWD variant is probably what Tesla wants customers to do.
Tesla being Tesla, just because those better APRs expire on June 16 doesn’t mean they’re gone for good. All it takes is a little patience. If inventory doesn’t move fast enough, there’s a decent chance Tesla brings them back, or maybe even throws out a zero percent deal before the year’s over.
All US C-HRs come standard with dual electric motors and can hit 60 mph in 5 seconds.
European versions will also be sold in single-motor 165 hp and 221 hp configurations.
Toyota benchmarked rivals and claims this SUV now belongs in the premium group.
Electric cars aren’t exactly uncharted territory anymore, but that doesn’t mean every automaker has found its footing. After years of dominating the hybrid world, Toyota is finally getting serious about fully electric vehicles. Enter the next-generation C-HR, a compact SUV with a much sharper edge than the one you might remember. It’s not just a redesign – it’s practically a reboot, and yes, it’s fast enough to leave Toyota’s own GR86 sports car in the dust.
After easing into the EV market with the awkwardly named bZ4X, now rebranded simply as bZ, Toyota seems determined to make an impression. In developing the all-electric C-HR, the company says it benchmarked the SUV against both mainstream and premium rivals, and confidently claims it now belongs in the latter camp. A substantial 338 horsepower from dual electric motors certainly strengthens that argument.
While recently speaking with Road & Track, the chief engineer for the Toyota bZ and C-HR, Daisuke Ido, acknowledged that adding power boosts the new model’s appeal.
In an interview with Road & Track, Daisuke Ido, chief engineer for Toyota’s bZ and C-HR programs, made it clear the brand is aiming higher. “During benchmarking, we brought some of the competitors into two groups — the normal, let’s say daily use cars, and the premium cars,” he said. “Now, we are in the premium group. The new numbers are more powerful. More power is more appealing.”
That message is echoed by Chad Moore, marketing manager for the bZ and C-HR lineup, who said Toyota is “positioning it as more sporty and fun to drive” compared to the outgoing model. Additionally, he pointed out that Toyota has made it “much more premium inside and outside, not just with the BEV powertrain and the acceleration.”
Toyota says the 338-hp C-HR can hit 60 mph (96 km/h) in a respectable 5 seconds. In Europe, it’ll also be sold in 165 hp and 221 hp configurations, but these models won’t be available in the United States.
Admittedly, the C-HR is far from an outright performance car, like the Hyundai Ioniq 5 N or Kia EV6 GT. It’s more similar to the (larger) EV6 GT-Line AWD, which delivers 320 hp and can hit 60 mph in around the same 5 seconds. That should be more than enough for most shoppers, and there were times not too long ago when those figures were reserved for high-end sports cars.
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