Chevrolet is quietly clearing out its canceled BrightDrop vans.
Buyers get $21,500 in cash plus major dealer discounts.
Some BrightDrop 400 vans are listed over $28,000 off MSRP.
After a botched rollout and years of lackluster demand, General Motors announced plans to end production of the slow-selling BrightDrop vans. The announcement was made in October and it appears dealers are having a fire sale to get rid of remaining inventory.
I originally noticed this after a local Chevy dealer was advertising a van for roughly $22,000 below MSRP. However, that’s a drop in the bucket as Chevrolet of Troy, Ohio has knocked $28,315 off a 2025 BrightDrop 400. This means you can get the $68,310 EV for as little as $39,995.
That’s barely more than a Ford Mustang Mach-E, which starts at $37,995. More importantly, it undercuts the Ford E-Transit Cargo by $13,265.
Of course, that’s far from the only example as Miami’s Bomnin Chevrolet has their $69,435 BrightDrop 400 listed for $40,435. That’s a discount of $29,000, which means you can buy a 2027 Chevrolet Bolt with the savings.
Ray Chevrolet of Fox Lake, Illinois isn’t as generous, but they’ve marked their BrightDrop 400 down $28,348. That means you can get the $69,935 delivery van for just $41,587.
If the standard model is too small for your liking, you can always upgrade to the BrightDrop 600. Kool Chevrolet has a very cool discount of $23,600 on theirs, meaning you can get it for $47,450. That’s significantly better than the original MSRP of $71,050.
It’s a similar story at Columbus’ Ricart Chevrolet, which has slashed $25,253 off the price of their 2025 BrightDrop 600. As a result, the $73,430 EV can be had for $48,177.
These huge discounts are made possible thanks to $21,500 in customer cash. The offer requires buyers to take retail delivery by January 2, so you might want to act fast if you want to own a testament to GM’s ill-fated belief in EVs.
EU is reportedly considering stripped down E cars to compete with China.
These would reportedly be small, cheap EVs that eschew some safety features.
These relatively basic vehicles could cost €15,000 to €20,000, if approved.
According to multiple reports, the European Union is working on a new proposal that would create an “E car” category. These would be small electric vehicles that are less advanced than traditional models.
The details are still in flux, but a draft proposal is expected to be released soon and Nikkei says the “relaxed technical requirements” could help to lower costs for European automakers. This would enable them to better compete with the onslaught of Chinese companies that have invaded Europe.
The report suggests a number of currently mandated safety systems could be removed from E vehicles. This could include things like drowsiness detection systems that are designed for use on long distance trips.
If everything pans out, prices of small electric vehicles could drop by 10 percent to 20 percent. This could result in a number of new European EVs priced from €15,000 to €20,000 (equal to around $17,500 to $23,300 at current exchange rates).
While the size and weight of E cars is still to be determined, the publication suggested that some Japanese kei cars could meet the criteria “without any specification adjustments.” This would be a boon to automakers as they could easily export existing models to Europe.
Automotive World reports Stellantis, Renault, and Volkswagen could be the biggest beneficiaries of the move. The companies already offer small electric vehicles and even more are in the works. However, it remains unclear if these upcoming models would qualify for the category.
It’s also important to note that any changes would likely be a ways off. Following the introduction of the draft proposal, we can expect bureaucracy to take hold and slowly advance the idea. At current estimates, it could be a “few years” before E cars are launched, assuming they get approved in the first place.
The 2026 Subaru Uncharted arrives early next year for $34,995.
Entry-level EV offers two powertrains and 300+ miles of range.
Front-wheel drive comes standard, but AWD variant has 338 hp.
Subaru introduced the 2026 Uncharted earlier this year, and now the company has announced it will arrive at dealerships early next year for $34,995. That positions the new entry-level EV well below the Solterra, undercutting it by $3,500, and places it a full $5,000 beneath the upcoming Trailseeker.
Kicking things off is the Uncharted Premium FWD, marking the first front-wheel-drive Subaru sold in the United States in decades.
It features an edgy design that is largely identical to the Toyota C-HR. While it won’t win any points for originality, the model sports LED headlights, rain-sensing wipers, and a power liftgate. The crossover also has 8.2 inches (208 mm) of ground clearance and 18-inch alloy wheels with gloss black covers.
Moving inside, drivers are greeted by a minimalist cabin that has a 7-inch digital instrument cluster and a 14-inch infotainment system with Android Auto and Apple CarPlay. The latter screen resides above a stubby center console with a rotary shifter and a dual wireless smartphone charger.
Elsewhere, there are heated front seats with 10-way power adjustment on the driver’s side. The Uncharted also sports an ambient lighting system, a leather-wrapped steering wheel, and a dual-zone automatic climate control system. Rounding out the highlights are a six-speaker audio system and digital key technology.
The EyeSight driver assistance system comes standard and provides Adaptive Cruise Control, Front/Rear Cross Traffic Alert, and Lane Departure Prevention. They’re joined by Proactive Driving Assist, Road Sign Assist, and Emergency Steering Assist. Other highlights include a Blind-Spot Monitor and Safe Exit Assist.
Power comes from a 74.7 kWh battery pack that feeds a front-mounted motor producing 221 hp (165 kW / 224 PS). It should enable the model to have a range in excess of 300 miles (483 km). When the battery is low, owners can use the NACS port and a DC fast charger to take it from 10% to 80% in as little as 28 minutes.
Uncharted Sport
The Uncharted Sport begins at $39,795 and features a lightly revised exterior with roof rails. Buyers will also find an upgraded cabin with StarTex upholstery and a heated leather steering wheel. The model also has an eight-way power front passenger seat and a driver’s seat memory function.
The mid-level crossover gains additional driver assistance systems as well. They include Lane Change Assist, Traffic Jam Assist, and a Surround View Monitor.
The big news is a dual-motor all-wheel drive system producing 338 hp (252 kW / 343 PS). That’s a huge improvement over the base model and range doesn’t take much of a hit as Subaru predicts the Sport will be able to travel more than 285 miles (459 km) on a single charge.
Uncharted GT
Last but not least is the $43,795 Uncharted GT. It’s notable for having a panoramic glass roof as well as 20-inch wheels with a gunmetal finish. Customers can build on that by getting an optional two-tone paint job for an extra $970.
Interior changes are relatively minor, but the range-topping trim sports heated and ventilated front seats as well as heated rear chairs. They’re joined by an 11-speaker Harman Kardon premium audio system and a digital rearview mirror with HomeLink.
While the powertrain carries over from the Sport, the larger wheels and additional equipment conspire to rob the model of range. However, Subaru expects owners will be able to travel more than 270 miles (435 km) between stops.
Eric Bach sues Lucid alleging wrongful firing and discrimination.
He says an HR executive called him a “German Nazi” internally.
Lucid rejects his claims as absurd amid ongoing executive exits.
Lucid Motors has plenty on its plate already. Cash burn, slow production ramps, a delayed Gravity SUV launch, and media stories about drivers being shafted with huge repair costs. Now it can add one more thing to the list: a high-profile lawsuit from its former chief engineer that claims a serious lack of harmony at the Newark, CA, HQ.
Eric Bach, who spent a decade at Lucid and rose to become Senior Vice President of Product and Chief Engineer, has filed a federal lawsuit alleging wrongful termination, discrimination, and retaliation.
What Sparked the Fallout?
At the center of the complaint is a claim that a senior HR executive referred to him as a “German Nazi” during an internal investigation into workplace culture. Bach was born and raised in Germany and says the remark was deeply offensive and discriminatory.
According to the lawsuit, Bach learned about the comment in mid-2025, months after the start of an HR-led culture probe Bach claims was already “tainted by racist beliefs.”
During that investigation, he says he was stripped of key responsibilities, including oversight of Lucid’s electric powertrain division, and excluded from board meetings.
After encouraging a colleague to report the remark through internal channels, Bach claims Lucid confirmed the comment was made, yet failed to act meaningfully.
Pushed Out
Things escalated from there. Bach says the company began pressuring him to resign in October 2025 before firing him outright on November 5. Lucid’s public statement at the time merely said he had “departed,” offering no hint of the brewing conflict behind the scenes.
Lucid, for its part, is having none of it. The automaker issued a blunt response calling Bach’s legal claims “absurd” and says it is confident the facts will show legitimate reasons for his termination.
Company sources have pointed to long-running product delays, quality issues, and execution problems, arguing that leadership restructuring was overdue.
Bach’s responsibilities were partially handed to Emad Dlala, who was promoted to Senior Vice President of Engineering and Digital after Bach’s exit.
Tricky Timing
The lawsuit lands at an awkward moment for Lucid. The company is still trying to ramp production of the Gravity SUV while developing a more affordable midsize EV due in late 2026.
Executive turnover has been relentless, with former CEO Peter Rawlinson resigning earlier this year and multiple vice presidents exiting across different strands of the business.
Bach’s complaint paints a very different picture of his standing, citing praise from board members and repeated salary increases, and even suggestions that he was being groomed for a future CTO role.
He’s now requesting damages and a very public jury trial. For a company built on calm luxury, Lucid’s latest saga is anything but serene.
Tesla is offering special financing on the Model Y Standard.
Buyers need a 720+ credit score to qualify for the top deal.
The stripped-down Model Y starts at a base price of $39,990.
As the end of the year draws closer, Tesla has rolled out a set of last-minute offers designed to nudge buyers off the fence, something we’ve come to expect from the automaker in the final stretch of the calendar.
Arguably the most notable of these is a new financing deal for the entry-level Model Y Standard, now available with 0 percent APR on a 72-month term. That’s six years of interest-free payments, for anyone keeping count.
The back-to-basics Model Y Standard was introduced a couple of months ago and prices start at $39,990 before destination and taxes. It’s based on the regular Model Y, but lacks many of its key selling points, including the panoramic glass roof and the front light bar. It also has a simpler interior.
Evidently, Tesla was eager to save as much money as possible when designing the car.
Zero Percent, But Not for All
When first launched, the Model Y Standard wasn’t included in Tesla’s promotional financing, but things have changed. It’s now available at 0 percent APR. However, this financing deal is only available if you’re willing to put down at least $2,069 at signing.
Additionally, you’ll need an excellent credit rating of 720 or above to get the deal. If your credit rating is between 680 and 720, the APR rises to 0.99 percent, or 1.99 percent with a 640-679 credit rating, and 2.99 percent with a sub-640 credit rating.
Tesla is offering the 0 percent financing deal for its 36-, 48-, 60-, and 72-month terms, but not its longest 84-month term.
Extras On the House
But wait, there’s more. Tesla is also tossing in a few extra incentives for EV buyers choosing from existing inventory. Depending on the car, some models are now being offered with one complimentary upgrade. A quick scroll through Tesla’s site shows examples with larger wheels, premium paint finishes, or the optional white interior included at no additional cost.
Whether this last-minute round of offers will give Tesla the year-end bump it’s chasing remains to be seen.
Fiat will bring its smallest EV to America, and it’s not even a car.
We visualize Jeep, Dodge, and Chrysler versions of the tiny EV.
Each brand gets its own styling twist on the same platform.
Americans aren’t exactly spoiled for choice when it comes to pint-sized urban runabouts. Those Kei cars from Japan that caught Donald Trump’s attention recently are off-limits, and Europe’s laughably compact quadricycles are considered too tiny to share the road with trucks and SUVs.
Still, Stellantis seems ready to test the limits of what American drivers will accept, choosing to bring over the Fiat Topolino, a vehicle so small, it makes the already diminutive 500 look like a family hauler.
To give you a sense of scale, the Topolino measures just 2.53 meters long (99.6 inches), making it seven inches shorter than the already tiny Smart Fortwo. That car, if you remember, looked like a Little Tikes Cozy Coupe next to your average truck.
Stellantis has been dabbling in the heavy quadricycle category since 2020, starting with the Citroen Ami, followed by the Opel Rocks Electric in 2021, and most recently the Fiat Topolino in 2023. All three share the same platform, and all three are designed with urban mobility in mind rather than highway cruising.
That got us wondering: what if this squat little EV were rebadged as a Dodge, Chrysler, or Jeep? Would American buyers warm up to it with a familiar name on the front?
Officially, Stellantis has no plans to expand the model lineup in North America. But given how freely these micro-EVs swap badges in Europe, it’s not much of a leap to imagine a domestic version. Maybe if it wore the right logo, this pocket-sized commuter could stand a better chance on American streets.
So we sketched out a few ideas: what would it look like if Dodge, Jeep, and Chrysler each took a swing at the format?
Jeep TrailBug: Like A Golf Cart For The Apocalypse
Based on the rugged Citroen Ami Buggy – more specifically, the Rip Curl concept with grippy tires, an LED roof bar, frame doors, and other accessories – the Jeep version was an easy win.
Using the Citroen Ami Buggy as a starting point, and specifically, the Rip Curl edition with its chunky tires, roof-mounted LEDs, and open-air doors, we imagined a Jeep-branded version that leans fully into rugged charm.
The reworked front fascia includes a five-slot grille (sorry folks, room constraints nixed the full seven), with circular Wrangler-style LED headlights and Jeep-branded alloys. Matte plastic panels and a spartan cabin keep it functional, while the aesthetic reads more off-road pit crew than farmer’s market errand runner.
No, it wouldn’t come with Trail Rated credentials, but the TrailBug could still inject some Jeep attitude into cul-de-sac crawls and campground loops.
Our Dodge concept starts from the Opel Rocks Electric but pushes it in a more aggressive direction. The front gains a retro-style Cross Hair grille and a sharper lower bumper design.
Other touches pull directly from the brand’s muscle playbook, including Challenger-inspired quad headlights, Charger Daytona wheels, and a red paint scheme with full-length black stripes.
Chrysler AeroMini: A Retro Armchair On Wheels
The Chrysler version stays closest to the Fiat Topolino, as the retro aesthetic works great regardless of badge. We added a Chrysler wing emblem up front, U.S.-spec yellow indicators, chrome disc wheels, whitewall tires, and vintage mirrors.
The result is part mid-century cruiser, part bubble car. Its glossy navy finish paired with satin silver accents looks more like something from an airport lounge in 1958 than a modern EV.
A single electric motor puts out 8 hp (6 kW / 8 PS), drawing power from a 5.4 kWh battery that offers up to 46 miles (75 km) of range. Hardly numbers that will worry Tesla, but then again, this thing looks more like a powered shopping cart than a proper car , and it performs accordingly.
In the US, these would likely fall into the “Neighborhood Electric Vehicle” category. They’re legal on certain public roads, but only at low speeds. European regulations follow a similar pattern, as under the L6e quadricycle class, models like this are capped at 28 mph and must weigh under 425 kg (without the battery).
So, from our imaginary garage, which of the three would you bring home? Would you take the Jeep TrailBug with its post-apocalyptic vibe, the sporty Dodge Lil’ Demon, or the Chrysler AeroMini channeling the Eisenhower era? Let us know which one you’d most like to wheel down the block.
Who knows, maybe someone from Stellantis is listening.
Photos Stellantis, Illustrations Thanos Pappas for CarScoops
Jim Farley wants EV rules aligned with real customer demand.
Ford’s CEO says Europe’s EV share has stalled at 16 percent.
Farley warns Chinese brands could soon dominate the market.
Not long after carmakers caught a break from former US President Donald Trump, who relaxed stringent fuel economy standards, Ford chief executive Jim Farley has written an op-ed urging the European Union to adopt more pragmatic EV targets. Without them, he warns, the region could be swallowed up by fast-moving Chinese entrants.
In a Financial Times op-ed, Farley accuses European policymakers of crafting unrealistic regulations, only to revise them late in the year, creating what he calls a “recipe for turmoil.”
Ford’s CEO argues this approach costs automakers billions in investment by interrupting the “complex cycle of product design, engineering, and supply chains.”
A New Approach is Needed
While speaking in the White House last week, Farley noted that Biden-era policies were unreasonable and not in line with consumer demand. He’s drawn a direct comparison to the situation in Europe, pointing out that EV market share across the EU has stalled at around 16 percent, well short of Brussels’ 25 percent goal for 2025.
“The approach to regulation – mandate it and they will buy it – has failed,” he writes. “We must align carbon targets with actual market adoption and provide automakers with a realistic and reliable 10-year horizon. This includes giving consumers the option to drive hybrid vehicles for longer, bridging the gap rather than forcing a leap to EVs they aren’t ready to take.”
Farley also notes that Europe’s automakers have already poured hundreds of billions into electrification. In return, he believes governments need to step up with serious purchase incentives and support for charging infrastructure that goes well beyond affluent urban neighborhoods.
China Looms Large
The Blue Oval’s boss isn’t just concerned with government policy. He’s also keeping a close eye on the momentum of Chinese automakers. With massive overcapacity and a strong foothold in battery tech, China is now in a position to flood the European market. Over the past year alone, Chinese EV brands have doubled their market share in the region.
“EU vehicle production is now 3mn units below pre-Covid levels,” Farley notes. “Plants are going dark. In 2024 alone, 90,000 jobs in the automotive industry evaporated. These are the kinds of jobs that sustain European social stability”.
This isn’t a hypothetical threat. Farley argues that a combination of subsidized Chinese EVs and rigid carbon mandates could upend the local industry faster than policymakers anticipate.
“To be clear, the industry is not asking for a bailout,” he adds. “We are not asking for protectionism to shield inefficiency. At Ford, we will continue to do the hard work of restructuring. We have closed legacy facilities, reduced our workforce and slimmed down costs to become more agile….But if Europe wants to avoid becoming a museum of 20th-century manufacturing, we need an urgent reset and a long-term plan.”
“This is not a transition,” he warns. “It’s more like a wind-down of Europe’s automotive industry.” Without immediate course correction, Farley argues, Europe’s industrial backbone could slip into long-term decline.
Updated Cupra Born prototypes spotted testing with light camo.
Visual changes appear focused on revised lights and bumpers.
Facelifted car goes on sale in 2026 alongside smaller Raval EV.
Cupra may be gearing up to steal the spotlight in 2026 with the all-new Raval subcompact EV, but it hasn’t forgotten about the car that helped define its electric identity.
Fresh spy shots of a lightly camouflaged Cupra Born prototype show the brand is still hard at work on a mid-life update for its popular electric hatchback, even if the changes aren’t exactly revolutionary.
We last caught the refreshed Born testing around six months ago, and judging by these latest images, Cupra’s approach remains firmly evolutionary rather than radical.
That’s probably not a bad thing, as the Born is still one of the better-looking small EVs on the market, and in our opinion, it’s far more dynamic than the VW ID.3 hatch it’s based on.
As before, camouflage is concentrated around the front and rear, hinting at redesigned bumpers and updated lighting graphics. Up front, the lower grille appears taller and more sculpted, flanked by vertical outer vents that should add some visual width and aggression.
It’s a subtle tweak, but one that aligns the Born more closely with Cupra’s latest design language seen on models like the Tavascan and Terramar, plus the Raval.
At the back, the refresh seems equally restrained. The rear bumper appears to house a reworked diffuser with a more pronounced lip at the corners, giving the Born a slightly lower, tougher stance. Again, nothing dramatic, but enough to differentiate the facelifted car from earlier models if you know where to look.
The doors, roofline, and overall proportions appear untouched, which is no surprise considering just how much the Born shares with its Volkswagen ID.3 sibling. In fact, the two cars are so closely related that even the doors are interchangeable, making sweeping body changes impossible without VW Group-wide approval.
Inside, we don’t expect many surprises. Cupra already addressed the Born’s biggest interior weakness in 2024 by fitting VW’s much-improved 12.9-inch touchscreen, and the cabin quality far outshines the ID.3’s, so any further upgrades are likely limited to trim and software tweaks.
Up to 322 hp
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Mechanically, the Born lineup should remain familiar. The existing 201 hp (204 PS / 150 kW) and 228 hp (231 PS / 170 kW) rear-wheel-drive variants will likely carry over, alongside the punchy 322 hp (327 PS / 240 kW) VZ hot hatch introduced last year.
While big power bumps aren’t expected, Cupra may try to eke out a few extra miles of range from the 59, 77, and 79 kWh battery options.
With the Born already capable of up to 369 miles (594 km) on a charge, this refresh looks less about reinvention and more about keeping Cupra’s electric hatch sharp so it still looks and feels on the pace in 2026 when the smaller, front-wheel drive Raval arrives.
ELO concept revives quirky minivan style with fresh intent.
Cabin seats six with flexible layouts and a bold orange theme.
Designers call it a lab for clever, fun, and practical ideas.
There was a time when Europe’s roads were dotted with compact and subcompact minivans, purpose-built to juggle space, versatility, and daily practicality. That era faded fast once SUVs rolled in and pushed the category toward near extinction. But Citroen isn’t quite ready to let the minivan disappear quietly into the past.
The French automaker has unveiled the Citroen ELO, a concept it calls a “laboratory of ideas,” blending a boxy, unmistakably van-like silhouette with a modular six-seat cabin that is, by all accounts, very orange.
While not a direct preview of an upcoming production vehicle, the ELO hints at where Citroen’s design language may be heading, and perhaps at how the brand still sees a future for vehicles shaped around utility rather than what sells fashion.
The name of the concept originates from the words rEst, pLay, and wOrk, communicating some of its use case scenarios. Measuring 4.10 m (161.4 inches) long, it is about the same size with the discontinued C3 Picasso and the previous generation C3 Aircross. However, it looks nothing like these models, adopting single-box proportions.
Reinventing the Urban MPV
Its name is an acronym of sorts, built from the words rEst, pLay, and wOrk, each pointing to one of the concept’s imagined roles. Measuring 4.10 meters (161.4 inches) in length, it roughly matches the size of the now-discontinued C3 Picasso and the previous C3 Aircross.
In shape, though, it’s a clean break, leaning into a single-box form that has little in common with those models.
Up front, the ELO wears squared-off LED lights and a large, illuminated Citroen badge, bookended by a utilitarian front bumper that’s mirrored around the back. The windshield has a weird curve and is joined by a small glass roof. The profile is dominated by the large greenhouse and the sliding doors that create a 1.92 m (75.6-inch) wide opening.
The concept rides on 21-inch wheels with futuristic covers. There are horizontal cutouts above the fender on the beltline, while the roofline drops towards the rear section. The rear has an asymmetrical door and glass, with split LED taillights mirroring the shape of the headlights.
Four Or Six Seats
Inside, the ELO is configured as a “modular living space,” designed to hold either four or six people. The layout is unorthodox: the driver’s seat is mounted in the center, with two removable passenger seats positioned slightly behind it, and a three-person bench completing the rear row.
The front seat can swivel, creating a living room or a work space for meetings. The rear section of the cabin can transform into a sleeping area thanks to a pair of inflatable mattresses.
These are made of a durable material called Dropstitch and can be stored in the trunk. Furthermore, a drop-down screen turns the EV into a home theater.
The ELO doesn’t have a dashboard in the conventional sense. In its place, the ELO features an open section ahead of the driver and a slim display mounted beneath the front windshield.
The steering wheel juts out from the front wall in a futuristic shape, equipped with two joystick-style inputs and traditional stalks, replacing the need for a touchscreen. Door cards and side panels incorporate clever storage solutions, as expected in a van shaped around practicality.
The concept rides on a fully electric architecture, which is beneficial for packaging. Citroen hasn’t shared the specifications of the electric motors or the battery pack, but said that the “natural habitat” of the concept is urban areas.
It Could Spawn a Subcompact Offering
The concept will make its first public appearance at the Brussels Motor Show in January 2026. While it’s not destined for production in this form, French outlet L’Argus reports that it could influence a future subcompact model expected in 2028. That vehicle would slot somewhere between the C3 hatchback and the C3 Aircross SUV.
Citroen’s Design Director, Pierre Leclercq, referred to the ELO as “a burst of energy,” describing it as a design experiment built around practicality, efficiency, and a touch of whimsy. CEO Xavier Chardon echoed that, calling the concept both “a laboratory of ideas” and “a powerful message that carries our vision of what Citroen should be”
The two automakers have announced a new strategic partnership that will see Ford launch at least two electric cars for Europe using Renault’s Ampr EV platform, the same architecture used in the Renault 4 and 5.
What’s Replacing the Fiesta?
One of Ford’s upcoming EVs is expected to become a spiritual successor to the Fiesta, a car Ford unceremoniously killed off in 2023 after eight generations and nearly five decades.
The new electric supermini is due to arrive in early 2028 and will be built alongside the Renault 5 at Renault’s ElectriCity complex in Douai, France.
The second model will likely be a compact electric crossover based on the Renault 4, potentially replacing the Puma Gen-E somewhere down the line.
Given Ford’s Explorer EV is based on VW’s ID.4 you might have expected Ford to borrow the upcoming ID.Polo and ID.Cross’s MEB platform for its new small cars, but instead it turned to Renault.
Crucially, Ford is insisting these won’t be lazy badge-engineering exercises. Unlike the new Nissan Micra, which is essentially a rebodied Renault 5, Ford says its new EVs will be “distinct Ford-branded vehicles” designed in-house.
Expect unique styling, bespoke interiors, and chassis tuning aimed squarely at delivering the driving feel Ford fans expect.
Under the skin, though, the shared EV hardware will be identical. That likely means front-mounted motors producing 121 hp (122 PS / 90 kW) in regular versions and 215 hp (218 PS / 160 kW) in a reborn Fiesta ST, plus battery options of 40 kWh and 52 kWh.
For Ford, time is of the essence. With Focus production ended, the Fiesta long gone and its Explorer and Capri electric SUV and crossover underperforming, the brand’s market share has cratered.
A Fiesta-sized EV priced close to the Renault 5’s expected €25,000 (£22k/$29k) mark could be exactly what Ford needs to regain relevance.
But a new lineup of subcompact EVs isn’t all we’ll see as a result of this partnership. The duo has also agreed to explore the possibilities of joining forces for new light commercial vehicles.
2027 Juke spotted testing ahead of its launch next year.
Design loosely echoes the Hyper Punk concept model.
The EV is expected to borrow heavily from the latest Leaf.
Nissan offered an early glimpse of the Juke EV earlier this year through a darkened teaser, and now fresh spy shots have caught the upcoming electric crossover out in the wild, testing on European roads.
Dressed in black and white camouflage, the prototype is loosely inspired by the Hyper Punk concept and features large headlights that are hidden behind disguise. We can also see a wide central intake, which appears to have a pronounced sensor.
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Moving further back, there’s a rakish windscreen that meets an angular roof. The model also has an upward sweeping beltline and a compact greenhouse.
The front door handles appear to be flush-mounted, while the rear handles are integrated into the upper door trim. Elsewhere, there are aerodynamic wheels and thick side skirts that help to hide the battery pack.
Out back, there’s a liftgate with an angular rear window and a sizable spoiler. They’re joined by split lighting units that have upper turn signals as well as large, squared off brake lights with interesting graphics.
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The Juke is expected to borrow heavily from the redesigned Leaf and ride on the same CMF-EV / AmpR Medium platform. This likely means it will use the car’s 52 kWh battery pack, which enables the model to have a WLTP combined range in excess of 271 miles (436 km).
We also wouldn’t be surprised if it uses the Leaf’s entry-level motor, which produces 174 hp (130 kW / 177 PS) and 254 lb-ft (345 Nm) of torque. This enables the model to accelerate from 0-62 mph (0-100 km/h) in 8.3 seconds, before hitting a top speed of 100 mph (161 km/h).
Nissan hasn’t said much about the upcoming model, but they’ve previously confirmed the compact crossover will be launched in fiscal year 2026. It will be built at the company’s Sunderland Plant alongside the Leaf.
Fiat confirmed the Topolino is coming to the United States.
It will apparently arrive next year and slot beneath the 500e.
Euro version makes 8 hp and tops out at 28 miles per hour.
Stellantis dealers are struggling to sell the Fiat 500X years after its demise, but they’re getting some much needed relief as the Italian brand has announced the Topolino is coming to the USA.
Technically, you could fit a couple of them in the same space as a single 500X, so inventory headaches might be minimal. But sarcasm aside, Fiat really has announced it’s bringing the bite-sized model to the States.
The company will share more details next year, but the Topolino is a small two-seat electric vehicle that has a front-mounted motor developing 8 hp (6 kW / 8 PS) and 32 lb-ft (44 Nm) of torque. It’s powered by a 5.4 kWh battery pack, which provides a range of 46 miles (75 km) under the World Motorcycle Test Cycle.
The European model has a top speed of 28 mph (45 km/h) and it can accelerate to that number in ten seconds flat. This would make it ideal for use in neighborhoods, where golf carts have exploded in popularity.
We’ll learn more about the US-spec model in the coming months, but the European Topolino rides on 14-inch wheels. The ultra-compact EV is also sold in Europe as the Citroen Ami and Opel Rocks, though those variants won’t be making their way here. Unless Dodge or Jeep get any weird ideas.
If you thought Japan’s Kei cars were small, just wait until Fiat’s Topolino starts showing up on American roads. The tiny two-seater measures 99.8 inches (2,535 mm) long with a wheelbase that spans 68.1 inches (1,730 mm).
That’s 43.1 inches (1,096 mm) shorter than the slow-selling 500e, which starts at $30,500 before a hefty $1,995 destination fee. Just imagine this thing next to an Escalade or an F-150.
Fiat Unveils Topolino Art Car
The announcement was accompanied by the unveiling of an art car at Miami Art Week. The one-off model was created in collaboration with Romero Britto, who is known for his “vibrant, colorful style that blends elements of cubism, pop art and graffiti.”
Dubbed the Brittolino, the model features a colorful exterior with multiple sections that each has its own unique design. We can also see a contrasting blue roof and doors that have been replaced by ropes. They’re joined by Britto-branded wheels and silver bumpers.
Fiat CEO Olivier Francois said the Topolino “is now everywhere in Europe” and has made several appearances in the United States over the past year, where it has generated “tremendous excitement among consumers.” He added it has been such a hit that “I’m happy to share that we’ll be bringing the Fiat Topolino to the US.”
VW increased ID Buzz incentives, offering up to $10,000 off.
Many dealers list new ID Buzz Pro S models well below MSRP.
Some Colorado stores advertise ID Buzz units in the $30,000s.
2,469 cars. That’s the number of ID. Buzz EVs Volkswagen moved in the first nine months of the year, a figure that makes it the weakest seller in its American lineup, unless you separate out the Golf R and Golf GTI, which, realistically, you shouldn’t.
Given that, it’s no real surprise that VW dealers continue to sweeten the pot on the electric van as the year winds down and they look to clear inventory ahead of the new model year.
What’s VW Offering Now?
If you’ve had your eye on the ID.Buzz, now might be the time to move. Just before the end of November, VW bumped up its Retail Customer Bonus on the ID. Buzz from $2,500 to a way more generous $7,500. While the promotion was introduced as part of Black Friday, it’s sticking around well into January. And that’s not the only offer on the table either.
The ID. Buzz is also eligible for a separate $2,500 Dealer Bonus. That brings potential savings to $10,000, at least in theory. As noted by Cars Direct, the dealer incentive isn’t guaranteed to make it into the buyer’s column. Dealers are within their rights to retain the $2,500 themselves.
So if you’re serious about landing a deal, expect to negotiate. Whether or not that bonus is passed along may come down to how convincingly you make your case.
Both bonuses appear to apply across all trims. The ID. Buzz starts at $59,995 for the Pro S variant, not including the $1,550 destination and delivery fee. Subtract the incentives, and the starting figure can dip to $51,545.
It’s Worth Shopping Around
That’s a solid cut, but as we discovered on Autotrader ourselves, shop around and you’ll find even more aggressive pricing. Several VW dealerships across the country are listing base ID. Buzz Pro S models well under MSRP.
For example, Tynan’s Volkswagen in Aurora, Colorado, has three 2025 Pro S models in its inventory, all with asking prices of just $36,695, a massive $25,500 off the $62,195 stickler. All three have 15 miles or fewer on their odometers.
These aren’t the only cheap ID.Buzz Pro S models available. Karen Radley Volkswagen in Woodbridge, Virginia, has two listed for sale through Autotrader, both available for $45,195 and with a total of zero miles on the clock, for a substantial $17,000 discount from the original $62,195 MSRP.
There are dozens of other Pro S models available across the US for less than $48,000, so if you’re hunting for a deal, there are plenty of good options.
New EVs in Germany now qualify for long-term tax exemptions.
All but one political party voted in favor of the new program.
Purchase incentives will also return starting January 1, 2026.
About two years ago, Germany scrapped a key set of electric vehicle subsidies, only to find out just how dependent its EV market had become on them. The drop-off in sales was sharp enough to prompt a policy reversal.
Now, not only are purchase incentives making a comeback from January 1, 2026, but a generous tax break is being extended for another five years.
It’s been confirmed that any new electric vehicle registered in Germany will be exempt from motor vehicle tax through December 31, 2035. Lawmakers have agreed to keep the registration window open until the end of 2030, meaning any EV signed off before that deadline will enjoy the full exemption through to the end of 2035.
According to Manager Magazin, the original tax exemption had been set to expire at the close of this year. The extension received broad support across parliament, with every party backing it, except for the right-wing AfD.
According to Stefan Korbach, a member of the federal parliament, the tax break is intended to encourage more people to enter the EV market while also supporting Germany’s automotive sector at large.
Purchase Incentives Return
The return of the tax exemption isn’t the only policy lever being pulled to revive electric vehicle demand. As noted, the federal government plans to reintroduce purchase incentives starting in 2026, with a focus on helping lower- and middle-income households afford new EVs.
The program will provide incentives of up to €4,000 ($4,660) toward the purchase of a new EV priced under €45,000 ($52,400), a significant reduction from the previous scheme, which allowed for vehicles up to €65,000 ($75,700).
Eligibility is expected to be limited to individuals earning less than €45,000 ($52,400) annually, which naturally narrows the pool of potential recipients. It’s worth noting that buyers earning under that threshold may find more breathing room in the used EV market rather than in showrooms.
Between 2016 and 2023, Germany’s earlier EV subsidy initiative disbursed around €10 billion ($11.6 billion) in payments to buyers.
Lotus built its first hybrid SUV, based on the electric Eletre.
The hybrid’s 2.0L turbo engine is paired with electric motors.
Combined output could hit 952 hp, topping the Eletre R EV.
Not too long ago, Lotus committed to an all-electric future. The plan was ambitious, but in hindsight, maybe a touch premature. Like several other automakers, it’s now reevaluating that timeline. Enter a new chapter: hybrids. The first model stepping into this transitional role is a familiar face, spun from the current Eletre SUV.
Images released by the Chinese Ministry of Industry and Information Technology (MIIT) confirm what earlier reports suggested. Lotus’s first hybrid offering isn’t a ground-up redesign. It’s a lightly revised version of the existing Eletre, tweaked just enough to accommodate a new powertrain.
Visually, there’s little to give it away. The bodywork remains unchanged apart from a discreet new ‘For-Me’ badge on the decklid. That small emblem is the only outward hint that this Eletre swaps batteries alone for something a little more combustible.
What’s Changed Underneath?
Many technical specifics are still being kept under wraps. What is confirmed is the presence of a 2.0-liter turbocharged four-cylinder engine producing 279 horsepower. That unit will work in tandem with an unspecified electric drive system.
We don’t yet know the size of the battery pack or how many electric motors are onboard, but reports claim that the hybrid setup will deliver a combined 952 hp. That would put it slightly ahead of the fully electric Eletre R, which tops out at 905 hp.
Electric range in the Lotus For-Me depends on the trim, with figures falling between 345 and 355 kilometers (214 to 221 miles) under the optimistic CLTC cycle.
In plug-in hybrid mode, fuel consumption is exceptionally low at just 0.06 to 0.07 liters per 100 km (approximately 392 to 336 mpg), according to WLTC standards.
Once the battery is depleted and the crossover runs on its combustion engine alone, consumption rises significantly to between 6.0 and 6.10 liters per 100 km (around 39 to 38.6 mpg).
The dimensions of the hybrid are identical to the EV. As such, the sleek SUV is 5,103 mm (201 inches) long, 2,019 mm (79.4 inches) wide, and stands 1,636 mm (64.4 inches) tall with a 3,019 mm (118-inch) wheelbase. Weight will vary between 2,575 kg (5,676 lbs) and 2,625 kg (5,787 lbs), depending on the specification.
It’s Coming to Europe
The hybrid version, called the Eletre For-Me, will make its debut in China. But this isn’t a market-exclusive product. Lotus has confirmed that its new plug-in hybrid lineup is headed for Europe as well.
Next in line after the hybrid Eletre is likely a plug-in version of the sleek Emeya sedan. Built on the same platform and sharing many core components with the SUV, the Emeya is an obvious candidate for hybridization. A third model, a smaller SUV, has also been confirmed and is due to arrive in 2027.
Each of these new plug-in hybrids will make use of Lotus’s 900-volt electrical architecture. Among other benefits, that setup supports ultra-fast charging. According to Lotus, charging from 10 to 80 percent will take just ten minutes.
Nissan NX8 debuted in China ahead of its 2026 market launch.
Electric and hybrid versions are powered by CATL battery tech.
The electric NX8 makes up to 335 hp from a single electric motor.
Nissan has introduced a new midsize SUV developed in partnership with Dongfeng in China, marking the latest addition to its growing, budget-conscious N-series lineup. Named the NX8, the model joins the existing N6 and N7 sedans and will be offered with a selection of electrified powertrains.
The SUV’s exterior design follows the same styling language as its sedan counterparts, with clean surfacing and a grille-free front fascia. A full-width daytime running light runs across the split headlights and wraps around the front fenders, while OLED tail lights extend across the rear.
The overall shape leans toward conventional SUV proportions, marked by flush-fitting door handles and pronounced shoulders.
How Big Is It?
The NX8 measures 4,870 mm (191.7 inches) in length, 1,920 mm (75.6 inches) in width, and 1,680 mm (66.1 inches) in height, with a wheelbase of 2,917 mm (114.8 inches).
That makes it 222 mm (8.7 inches) longer than the Rogue (X-Trail) and 152 mm (6 inches) shorter than the Pathfinder. Interestingly, its wheelbase is 17 mm (0.7 inches) longer than the Pathfinder’s, which should translate to slightly better interior space.
Images reveal a suite of sensors along with a roof-mounted lidar unit, hinting at advanced driver assistance tech. Nissan hasn’t revealed the interior yet, but it’s expected to mirror the cabin layout of the N6 and N7, likely featuring a prominent touchscreen and soft-touch materials throughout. The company says the NX8 will offer a spacious five-seat configuration.
What Powers It?
Nissan has confirmed the NX8 will be classified as a NEV (New Energy Vehicle), with specifications recently published by China’s Ministry of Industry and Information Technology.
The fully electric variants will be available with either a single motor producing 288 hp (215 kW / 292 PS) or a more powerful version at 335 hp (250 kW / 340 PS).
A plug-in hybrid or range-extender version will also be offered, pairing a 1.5-liter turbocharged engine making 146 hp (109 kW / 148 PS) with an electric motor rated at 262 hp (195 kW / 265 PS).
All variants will use the latest lithium iron phosphate battery packs supplied by CATL. While range figures and battery capacities have not yet been disclosed, the packs are said to support ultra-fast charging.
The market launch of the Nissan NX8 in China is scheduled for the first half of 2026 with pricing set to be announced closer to that date. As with the N6 and N7 sedans, the SUV will reportedly be exported to other markets in the near future.
When and Where Can You Buy One?
Nissan plans to launch the NX8 in China during the first half of 2026, with pricing to be confirmed closer to its market debut. As with the N6 and N7 sedans, the NX8 is expected to be exported to additional markets after its initial rollout. Whether that will include Western regions like Europe and Australia, however, remains to be seen.
As for pricing, we’ll have to wait for official figures, but if the N6 and N7 are any indication, it’s likely to stay within a very competitive range. The N7, for example, is priced between 119,900 and 149,900 yuan, or roughly $17,000 to $21,200 at current exchange rates.
Mercedes GLB replaces EQB and launches with electric-only options.
85 kWh battery enables 392 miles in single-motor, 382 in dual-motor.
Next year, an entry-level EV will be introduced, as will several hybrids.
A new generation of the Mercedes-Benz GLB has arrived, and while the silhouette remains true to the blocky, upright form of the original, there’s quite a bit going on beneath the surface.
Offered in both 5- and 7-seat configurations, the 2026 GLB debuts as an all-electric model and, for now, serves as a replacement for the EQB in everything but name. Hybrid versions will follow later, but the first wave is electric-only.
Two versions of the new generation GLB are launching out of the gate. The first, labeled GLB 250+ with EQ Technology, features an 85 kWh lithium-ion battery and adopts an 800-volt electric architecture.
It powers a single rear-mounted motor rated at 268 hp and 247 lb-ft of continuous torque, with a short-term boost up to 335 lb-ft. Acceleration from 0–62 mph (100 km/h) takes 7.4 seconds, and range is quoted at 392 miles (630 km) on a full charge, olid figures for a compact SUV in this category.
Sitting above the 250+ is the 350 4Matic with EQ Technology. The name might not stick in your memory, but the numbers probably will. This dual-motor variant adds a front axle motor for all-wheel drive, producing a combined 349 hp and 380 lb-ft of torque.
Range takes a slight dip to 382 miles (615 km), but the extra grunt cuts the 0–62 mph time down to 5.5 seconds.
Mercedes has also confirmed a more affordable electric entry-level version will join the lineup next year, followed by a hybrid variant using 48-volt architecture. Three power levels will be available across front- and all-wheel drive formats.
Starry Eyed
Like other new-generation Mercedes models (think CLA and GLC EQ), the GLB adopts a more expressive front end. A large grille dominates the nose, flanked by redesigned headlights with intricate star-shaped DRLs and a full-width light bar. It’s not a particularly handsome looking SUV, but neither is the outgoing model.
The rear-end is perhaps the most controversial angle of the 2026 GLB. The taillight treatment leans into the styling language seen on the brand’s EQXX Concept from a few years back, with vertically oriented clusters connected by a slim light bar. The signature star pattern makes another appearance here.
How Much Bigger Is It?
The new electric GLB has grown in nearly every direction compared to both the previous EQB and the combustion-powered GLB it effectively replaces in this segment. At 4,732 mm (186.3 inches) in length, it’s 48 mm (1.9 inches) longer than the EQB and a full 98 mm (3.9 inches) longer than the earlier GLB. Width is up as well, now measuring 1,861 mm (73.3 inches), 27 mm (1.1 inches) wider than both predecessors.
Interestingly, height has gone the other way, dropping slightly to 1,687 mm (66.4 inches), which makes it 14 mm (0.6 inches) lower than the previous models.
The wheelbase sees the most notable stretch, now sitting at 2,889 mm (113.7 inches), a 60 mm (2.4 inches) increase over earlier versions. That extra length between the axles should improve interior space, particularly in the second row.
One small trade-off comes in maneuverability: the turning circle has grown marginally, from 11.7 m (38.4 feet) in the old GLB to 11.9 m (39.0 feet) in the new electric version. Boot capacity is also up, with 667 liters (23.6 cubic feet) available in the rear and 127 liters at the front (frunk).
An All-New Cabin
A big step into the future has also been made with the GLB’s interior. Like the CLA, it can be optioned with the Mercedes Superscreen, consisting of a 10.25-inch driver display, a 14-inch infotainment screen, and a 14-inch display for the passenger.
As with other new Mercedes-Benz interiors, the dash of the GLB is almost completely flat, largely free of any interesting design details.
It runs on the fourth-generation MBUX system that includes Microsoft and Google artificial intelligence. The screen runs on the Unity Game Engine and includes the MBUX Virtual Assistant, based on ChatGPT4o. Clearly, Mercedes was eager to make the GLB as tech-focused as possible.
At this point, pricing is confirmed only for Germany. The GLB 250+ with EQ Technology starts at €59,048 ($68,700), while the 350 4Matic comes in at €62,178 ($72,400). US pricing hasn’t been announced yet, but expect a similar spread when it arrives in other markets next year.
EV platforms seem ideal for ultra luxury brands like Rolls Royce today.
Wealthy buyers appear hesitant about fully embracing these EVs.
Two certified Spectres show steep six figure discounts at a dealer.
Electric power should be the ultimate match for ultra-luxury motoring. On paper, nothing suits a Rolls-Royce, Bentley, or Maybach better than smooth, silent propulsion and torque-rich acceleration.
These are brands built on quietness, presence, and seamless power delivery, the very same traits electric vehicles seem born to provide better than any V12 ever has. In theory, this should be a golden era for the top of the market.
Wealthy owners don’t worry about range, rarely road-trip their cars across states, and often have multiple vehicles (and dedicated home charging) to rotate through. So why is it that the first wave of ultra-luxury EVs is landing with a thud on the used market?
The clearest example of this is the Rolls-Royce Spectre. It’s elegant, impeccably built, and quieter than basically everything else in their lineup. Despite that, resale values are cratering faster than it can rocket from 0 to 60.
Are Rich Buyers Backing Off?
Take, for instance, the Spectre listed on Bring a Trailer early last year. With only 99 miles on the odometer and the added appeal of being a “Launch Package” edition, it failed to meet reserve with a high bid of just $451,000. That might sound like a lot, but its MSRP was $521,650.
This week, we also spotted two low-mileage, certified pre-owned examples at a Rolls-Royce Boston dealership, each listed with six-figure discounts off their original MSRP! Don’t get us wrong, no luxury car (outside of hypercars) is going to maintain perfect value.
Rolls-Royce Motorcars Boston
But together, these two Spectres from Herb Chambers originally carried a combined sticker price of $1,064,725. The lower-mileage example, showing just over 2,100 miles, is listed at $385,575, or $136,000 below its original MSRP of $521,575.
The other Spectre, with only 3,822 miles on the odometer, is priced at $385,150, reflecting a massive $158,000 drop from its $543,150 MSRP from about a year ago. That’s enough to buy a brand-new Porsche 911 Carrera T ($143,700) and still have money left over for something else.
Which circles us back to the broader question. Why is it that wealthy buyers are steering clear of super-luxury EVs like the Spectre? Does it come down to tradition and the desire for a classic internal combustion powertrain like a V12 powerhouse?
Is infrastructure anxiety still a factor, even at the top end of the market? Or maybe some buyers simply haven’t driven them enough (or at all) to realize just how rewarding they really are. We’re curious what you think. Let us know in the comments below.
Electric SUVs have come a long way in a short time, but in the three-row space, progress has been surprisingly slow. Hyundai made a big impression on the EV market when it unveiled the striking Ioniq 5 in early 2021. A month later, Kia unveiled its related EV6.
However, following the debut of the Ioniq 5 and the later arrival of the Ioniq 6, Hyundai’s rollout of next-generation EVs has slowed, especially compared to Kia. In the same span, Kia has steadily grown its lineup, recently adding the EV3, EV4, EV5, and EV9 to its expanding electric stable.
This makes the launch of the new Hyundai Ioniq 9 all the more important. You see, it’s related to the three-row Kia EV9, but that model was launched more than 18 months before it, meaning Hyundai has to catch up ground.
QUICK FACTS
› Model:
2026 Hyundai Ioniq 9 Calligraphy
› Starting Price:
AU$128,413 (US$84,000)
› Dimensions:
5,060 mm (199.2 in.) Length
1,980 mm (77.9 in.) Width
1,790 mm (70.4 in.) Height
3,130 mm (123.2 in) Wheelbase
› Curb Weight:
2,721 kg (5,998 lbs)
› Powertrain:
Dual electric motors | 110.3 kWh battery
› Output:
421 hp (314 kW) / 516 lb-ft (700 Nm)
› 0-62 mph
5.2 seconds (0-100 km/h)
› Transmission:
Single-speed
› Efficiency:
22 kWh/100 km as tested
› On Sale:
Now
SWIPE
Working in Hyundai’s favor is the fact that not much has changed in the three-row electric SUV segment since the EV9 launched. Few contenders have emerged in this particular bracket, especially at the price point where both the EV9 and Ioniq 9 are playing.
We recently had the opportunity to spend a full week living with the Hyundai Ioniq 9 in Calligraphy trim, putting it through its paces not just to see how it stacks up against the EV9, but also to ask a tougher question: can it justify its position as the most expensive Hyundai ever sold?
What Does it Cost?
Photos Brad Anderson/Carscoops
While Kia offers several versions of the EV9 in Australia, Hyundai has only launched a single trim variant of the Ioniq 9, known as the Calligraphy. Buyers can choose between six or seven seats, and pricing starts at AU$128,413 (equal to US$84,000 at current exchange rates) including on-road costs.
There’s no denying that’s a lot of cash for a Hyundai. However, it’s surprisingly good value compared to the Kia EV9 GT-Line, the nearest equivalent to the Calligraphy, which is priced from AU$138,915 ($90,700).
Shoppers in the US looking to pick up the keys to the new Ioniq 9 can purchase it for as little as US$58,955. The flagship Performance Calligraphy Design tops out at the range, starting at US$76,490. Although Australia’s Calligraphy model lacks the word ‘Performance’ in its name, it has the same powertrain as the American model.
Beneath the concept-car-like looks of the Ioniq 9 is a huge 110.3 kWh battery, larger than the flagship 99.8 kWh pack in the EV9. This battery feeds a pair of electric motors, each rated at 157 kW (210 hp), or a combined 314 kW (421 hp) and 700 Nm (516 lb-ft) of torque. That gives it a healthy edge over the EV9 GT-Line’s 283 kW (380 hp), although torque remains identical.
A High-Class Cabin
Photo Credits: Brad Anderson/Carscoops
As you’d expect for a vehicle at this price point, the Ioniq 9 Calligraphy’s cabin is exceptionally plush and feels more premium than the EV9, which has too much plastic for our liking.
Like other Hyundai models, there are two 12.3-inch screens in front of the driver, housed within a single curved display that supports wireless Apple CarPlay and Android Auto. Whereas Kia insists on continuing to employ an inconveniently located third screen on the dash for the climate controls, the Ioniq 9 uses a dedicated display under the dash with a touch panel and physical temperature dials.
Our Ioniq 9 was equipped with the eye-catching Dark Wine and Dove Grey two-tone Nappa leather, one of three available two-tone options for those not interested in the standard Obsidian Black trim. The Ioniq 9 is available with digital wing mirrors, but fortunately, our car didn’t have them. By comparison, the EV9 GT-Line is sold exclusively with cameras instead of mirrors.
There are plenty of luxuries found within the cabin, making the Ioniq 9 perfectly suited to any kind of journey. This includes a heated steering wheel, heated, ventilated, and massaging front seats and a wireless phone charger.
Photos Brad Anderson/Carscoops
There’s also a panoramic sunroof, tri-zone climate control, configurable ambient lighting, and a head-up display. Tech enthusiasts will be pleased to know that in addition to having two high-powered 100-watt USB-C ports in the dash, there are also 100-watt USB-C ports on the backs of the front seats for rear passengers.
Those seeking the ultimate in comfort would be wise to opt for the six-seat version, as it replaces the second-row bench seat with a pair of captain’s chairs, which are very similar to the front seats.
However, even in 7-seat guise, the Ioniq 9’s second row is more than large enough to carry three adults in comfort. Even the third row is surprisingly practical. I’m 6’2” (189 cm) and my hair only brushed the headliner, but I did have to slide the second-row seats forward to get any leg room.
There’s no question this ranks among the most premium interiors Hyundai has ever put together. Even so, it doesn’t feel dramatically more upscale than the far more affordable Santa Fe. It shares quite a few components too, including the dual screens, steering wheel, and HVAC controls. Cabin space is only slightly more generous as well. The latest Palisade, for that matter, feels every bit as polished as the Ioniq 9.
Performance and Comfort
Despite not being marketed as a performance vehicle in Australia, that’s exactly what the Ioniq 9 feels like, at least in a straight line. It can hit 100 km/h (62 mph) in 5.2 seconds, an impressive figure considering the seven-seater weighs a portly 2,721 kg (5,998 lbs). Pin the throttle and it lurches forward, squatting at the rear and leaving hot hatches for dead.
However, show the Ioniq 9 a set of corners, and it doesn’t match the surprising agility of the EV9 GT-Line. That isn’t to say it can’t be hustled through corners at impressive speeds, as it can, thanks in part to the Continental PremiumContact tires. But the Ioniq 9 clearly prefers a calmer approach, and with the massaging seats doing their thing, it feels most at ease settling into a smooth cruise.
Hyundai has done a good job of calibrating the steering of its new flagship SUV and it is beautifully light, perfect for a vehicle of this size, ensuring it’s easy to park. While driving the Ioniq 9, I quickly forgot about its weight, although it was a little harder to forget about the sheer size of the thing.
Measuring it at 5,060 mm (199.2 inches) long, it’s 50 mm (1.9 inches) longer than the EV9, and matches the Kia’s 1,980 mm (77.9-inch) width. It’s even 8mm (0.3 inches) longer than a full-size Range Rover.
Range to Match The Speed
Photos Brad Anderson/Carscoops
Thanks to the big battery pack and respectable efficiency, the Ioniq 9 has good, real-world driving range. Hyundai claims it can travel up to 600 km (373 miles) between stops and quotes average efficiency of 20.6 kWh/100 km. During my week with the Ioniq 9, I averaged 22 kWh/100 km, traveled 210 km (130 miles), and had 298 km of remaining range (185 miles).
As with other EVs from Hyundai, Kia, and Genesis, charging is a strong suit of the Ioniq 9. It supports charging speeds of up to 233 kW, meaning the battery can be topped up from 10-80 percent in 24 minutes through a 350 kW charger. AC charging is capped at 10.5 kWh, which is enough for an overnight charge at home.
Given the Ioniq 9’s considerable weight, I expected the ride to be on the firmer side, as is often the case with electric vehicles. Instead, it turned out to be surprisingly comfortable and noticeably softer than the EV9 GT-Line. That said, the lighter and more compact Santa Fe still manages to deliver an even smoother ride.
Brake regeneration is handled by paddle shifters behind the steering wheel, allowing you to cycle between four different levels, including a one-pedal driving mode which works superbly.
Hyundai has also equipped the Ioniq 9 Calligraphy with its Highway Driving Assist 2 system, which includes radar cruise control and an automatic lane-change function. It can even shift the EV to the edge of the lane when passing a truck for added safety. As we’ve come to expect from the South Koreans, the HDA2 system works flawlessly on the highway.
Verdict
As a standalone EV, especially when stacked against pricier rivals like the troubled Volvo EX90, the Hyundai Ioniq 9 makes a compelling case for itself. Yes, it carries a price more commonly tied to Hyundai’s luxury arm, Genesis, but large electric SUVs come at a premium, particularly those that blend comfort, refinement, and capability as well as this one.
However, as we saw with the Kia EV9, it is the competition from within Hyundai’s own lineup that will likely limit the Ioniq 9’s appeal.
For roughly AU$50,000 (US$32,600) less, you can get a seven-seat Santa Fe Hybrid Calligraphy. And if you’re looking for something larger, the all-new Palisade is available as a seven-seater or even an eight-seater, and costs around AU$30,000 (US$19,500) less. Still, if you’re dead set on an electric SUV for the family, the Ioniq 9 is an easy one to recommend.
A trunk spill caused limp mode, warning lights, and left the Air stuck.
Warranty coverage was denied, and insurance may reject the repair bill.
It follows a similar Ioniq 5 incident where a water spill cost nearly $12k.
Doctors and health influencers are always telling us that drinking tons of water is the secret to clearer skin, sharper minds, strain-free poops and longer lives. But if there’s one group that absolutely should not stay hydrated, it’s modern electric vehicles, because a few drops could leave them with a massive medical bill.
Just ask Reddit user u/raging_onyx who leased a Lucid Air and saw his Thanksgiving week turn into a $15,000 lesson in why electric cars and water should never meet.
What Happened?
The disaster started with a perfectly innocent trip to a grocery store to refill a water container. But a pothole encountered on the way back tipped that container over, causing a catalog of faults that eventually rendered the vehicle completely immobile.
Within seconds of the spill happening the dash lit up like Times Square, the EV jumped into limp mode, regen braking tapped out, and the driver got a warning to pull over. When he found a local residential area to stop and tried to reboot the system, the Air wouldn’t shift out of Park.
A Very Expensive Lesson
Lucid customer support, in an impressive display of holiday cheer, suggested two things: call insurance, and brace for the possibility the car was totaled. Happy Thanksgiving!
There was more bad news when the first tow truck driver arrived and said he couldn’t move the sedan, since the Air wouldn’t shift into neutral. Fortunately, by the next day, neutral was found and a second truck was able to tow the stranded car.
Finally, the EV reached a service center, where the advisor initially estimated the repair at under $1,000. Bearable, right? This turned out to be off by roughly the price of a used Corolla.
The real number, the rep later confirmed, was about $15,000, and it wouldn’t be covered by warranty, because the spill was technically the driver’s fault.
As of the Reddit post, the driver was still waiting to find out whether his insurance would step in to cover the costs. You’d think the answer would be yes, but that’s not always how these things always play out.
Just last month, we reported on a similar incident involving a Hyundai Ioniq 5. A small water spill in the rear footwell damaged the car’s wiring, and neither the manufacturer nor the insurance company was willing to cover the $11,882 repair bill.
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