Fiat dealers are offering huge discounts on the slow-selling 500e.
If you know where to look, you can score more than $15,000 in savings.
It’s almost May, but Fiat still hasn’t introduced a 2026 500e yet.
Fiat’s return to America was anything but triumphant, but things have only gotten worse since then. While the brand once offered an assortment of models including an underrated 124 Spider, they’re down to a single EV.
This was always going to be an uphill battle, but the situation has gotten significantly worse since the elimination of the federal tax credit. A quick look at the sales chart reveals a brutal first quarter where the 500e found a mere 68 buyers.
That’s less than one per day and 23 per month. Things were so bad that the electric hatchback was outsold by the 500X, which was killed off in 2023.
A quick search online suggests dealers have over 100 units in stock and that’s roughly five months worth of supply. Given this, it’s not surprising there are huge discounts on 2024 and 2025 models.
The cheapest car appears to be a 2024 500e INSPI(RED) at Southern Dodge Chrysler Jeep Ram Fiat of Norfolk, Virginia. The model originally stickered for $34,095, but the dealer has it listed for $19,134. That’s a discount of $14,961 and pictures reveal the dealer had previously tried to sell it for $25,071 but didn’t get any takers.
If you’re in the mood for something newer, Illinois’ Hawk Chrysler Dodge Jeep Ram Fiat has a 2025 500e Armani Edition listed for $21,988. That’s $15,507 below the original sticker price of $37,495.
Those are far from the only examples as Taverna Chrysler Dodge Jeep Ram Fiat in Florida has an Armani Edition with a $12,254 discount. It’s also worth noting Stellantis appears to be offering a $7,500 national incentive to help make up for the aforementioned tax credit.
Lexus is preparing a three-row electric flagship to take on Volvo and Hyundai rivals.
The TZ shares its overall shape and proportions with the new Toyota Highlander EV.
Powertrain choices may follow Toyota’s setup, though upgrades are likely.
After plenty of speculation about its existence, Lexus’s long-expected electric three-row SUV has surfaced in the open at last. Spied testing for the first time, it is, at heart, a more polished take on the new Toyota Highlander EV, positioned to square up against the Hyundai Ioniq 9, Kia EV9, and Volvo EX90, with a ‘9’ set to feature in its name.
While this prototype is covered from head to toe in camouflage, we can see it retains the same overall shape and profile as the Highlander, though Lexus has worked over the details. Up front, for example, there are split headlights and a cleaner, less cluttered bumper design.
Cast your eyes down the sides of the TZ, and you’ll notice the wheel arches are slightly more square than they are on the Highlander, and it sits on new wheels, too. The door handles and side windows also look the same as the Toyotas’, although the door skins look a little different.
The rear remains carefully disguised, offering little beyond hints. The taillights appear to mirror the Highlander’s general shape, possibly stretching further down the sides, though for now, most of the detail stays under wraps.
Baldauf
With a few possible exceptions due to the different body panels, the Lexus TZ should have largely the same dimensions as the Highlander. That means it should be about 198.8 inches long, 78.3 inches wide, and stand 67.3 inches, complete with a 120.1-inch wheelbase.
With a few allowances for its unique bodywork, the Lexus TZ or TZ9 if the naming structure holds, is expected to mirror the Highlander’s footprint quite closely. That points to an overall length of roughly 198.8 inches, a width of 78.3 inches, and a height of 67.3 inches, riding on a 120.1-inch wheelbase.
What About The Powertrain?
As for what sits underneath, the safest assumption is that Lexus will lean heavily on Toyota’s existing hardware. In Highlander form, the base setup pairs a 77 kWh battery with a single motor producing 221 hp and 198 lb-ft (268 Nm). Step up to all-wheel drive and output rises to 338 hp and 323 lb-ft (438 Nm), alongside a larger 95.8 kWh battery and a claimed range of up to 320 miles (515 km).
SB-Medien
Although those figures would pass muster for a Lexus, the competition has already moved on. The Volvo EX90 carries a 111 kWh battery, while the Hyundai Ioniq 9 comes in at 110.3 kWh, both pushing for longer real-world range. Against that backdrop, a larger pack for the TZ would not go amiss.
A Familiar Lexus Cabin
We don’t yet have any photos of the TZ’s interior, though a couple of shots show the door panels. They’re clearly different from the doors of the Highlander and appear to have the same electric door release button as other Lexus models.
While some reports suggest it could be built alongside the Highlander EV at Toyota’s plant in Georgetown, Kentucky, others point to production in Japan with exports to global markets, including the US. Either way, it is expected to debut toward the end of the year or in early 2027.
The Rivian R2 has gone into production in Normal, Illinois.
First customer deliveries are set to begin later this spring.
Crossover starts at $57,990, but cheaper variants are coming.
A little over two years after unveiling the R2 concept, the production model is now being built in Normal, Illinois. That’s particularly impressive considering a tornado hit and damaged the facility last Friday.
Rivian didn’t have much to say about the production process itself, but noted the first vehicles will undergo a series of final quality and validation checks. If everything pans out, the first customer deliveries will begin later this spring.
The automaker called production a “milestone moment” for the R2 and said it means the “manufacturing process has been verified, every weld has been checked, every software string has been validated, and every interior material has been scrutinized to meet the high bar we set for ourselves and for you, our community.”
Rivian’s COO Javier Varela went further as he said the R2 “represents a major advance in engineering excellence and manufacturing efficiency, driving meaningful improvements in cost and quality.” Those sentiments were echoed by CEO RJ Scaringe, who called the vehicle “incredible.” The executive added he can’t wait until customers get their hands on the EV.
The R2 is being launched in $57,990 Performance guise, which features a dual-motor all-wheel drive system developing 656 hp (489 kW / 665 PS) and 609 lb-ft (825 Nm) of torque. It enables the model to accelerate from 0–60 mph (0-96 km/h) in as little as 3.6 seconds and have a range of up to 330 miles (531 km).
The range-topping variant comes nicely equipped with a Black Crater Signature interior with Birch wood trim as well as 12-way power front seats with heating and ventilation. They’re joined by heated rear seats, a heated steering wheel, and a nine-speaker premium audio system.
Early models also come with a Launch Package, which includes a lifetime subscription to Autonomy+ as well as a towing package that enables the crossover to haul 4,400 lb (1,996 kg). Buyers will also find a green anodized key fob as well as an available Launch Green paint job.
A more affordable R2 Premium is scheduled to follow later this year. It starts at $53,990 and has a dual-motor all-wheel drive system with 450 hp (356 kW / 456 PS) and 537 lb-ft (727 Nm) of torque.
The R2 Standard lineup is set to arrive in 2027 and offer Short and Long Range variants. The former will cost “around $45,000” and have a range in excess of 275 miles (443 km).
The motorcycle is powered by a 7.1 kWh lithium-ion battery with a rear motor.
Flagship versions of the two-wheeler produce up to 37 hp and 350 lb-ft.
While the bikes look appealing, they cost more than a loaded BMW S 1000 RR.
Brabus has taken a break from building V8-powered monsters with enough torque to twist the planet, and has partnered with a French motorcycle manufacturer to build three all-electric bikes. Dubbed the DAB 1a Brabus, Brabus Urban E, and Brabus Urban E First Edition, they appear well-suited for inner-city use.
All three are based on DAB’s existing 1a but offer different performance levels and unique designs. The DAB 1a Brabus is finished in black and features exposed carbon fiber on the belly pan, front fender, and engine cover inserts. It also rocks matte black wheel covers and an Alcantara seat with gray stitching, giving it a low-profile and stealthy look.
Power comes courtesy of a 7.1 kWh lithium-ion battery, driving a rear-mounted electric motor with 31 hp and 291 lb-ft (395 Nm) of torque. Brabus says the bike can travel up to 93 mph (150 km/h) on a charge and run through to 75 mph (120 km/h), while it can be charged from 20 to 100 percent through a standard household plug in about 3 hours.
Brabus DAB 1a
Then there’s the Brabus Urban E. It ups the ante with an upgraded motor delivering 37 hp and 350 lb-ft (475 Nm). The Urban E also introduces carbon-fiber air ducts on the left and around the motor to help keep the electric motor cool, while the battery pack is untouched.
Style And Power
Other upgrades include newly painted gloss-black parts with red accents and carbon-fiber pieces. The wheel covers are also made from carbon fiber, vertical DRLs have been added, and there’s a Supermoto-style handlebar with CNC-machined aluminum levers. Brabus has also added keyless start to this model and included several different riding modes: Eco, Street, Sport, Nitrous, and Reverse. What’s more, there’s also a fully adjustable suspension and upgraded Brembo brakes.
Brabus Urban E
Rounding out the trio is the Urban E First Edition. It has all the same features as the regular Urban E, but is offered in four distinctive colors: Peetch, Desert Sand, Superviolet, and Fusion Red. Each color will be limited to just 10 units.
While the designs of the bikes are quite appealing, their prices aren’t so pretty. The base DAB 1a Brabus starts at €16,590 ($19,500), the Urban E is priced from €20,800 ($24,400), and the First Edition is €32,500 ($38,100). To put those figures into perspective, you can get a brand new BMW S 1000 RR, a top-notch superbike that comes with no less than 215 hp, loaded with features for around €25,000 ($29,000). Guess it’s another case of horses for courses…
GM reportedly pauses next-gen full-size electric truck development.
Gas V8s, hybrids and range extenders are suddenly more important.
Current-generation EV trucks stay alive, but future refresh looks hazy.
General Motors spent years telling us electric pickups were the next great American migration. Now the convoy appears to have missed an exit because reports claim GM has indefinitely paused development of its next-generation full-size EV trucks.
According to a piece by Crain’s Detroit, GM had been developing updated and lower-cost successors for the electric Chevrolet Silverado EV, GMC Sierra EV, Cadillac Escalade IQ, and GMC Hummer EV lineup, with production previously targeted for 2028.
But suppliers were reportedly told the program has been halted, with no replacement timeline offered. Industry watchers now don’t expect fresh full-size GM electric trucks before 2030, and they could end up arriving much later.
That doesn’t mean GM’s current EV trucks are dead. Existing models will continue rolling out of the under-utlilized Factory Zero in Detroit-Hamtramck, the story says, and experts think the Escalade IQ is important enough to Cadillac’s plans to keep in production. But it does suggest GM wants to spend more R&D time and money on products customers are actually buying in larger numbers right now. Ones that run on gasoline.
The company is said to be redirecting resources toward its upcoming T1-2 internal-combustion truck platform, which is expected to power future full-size pickups and SUVs. Orion Assembly, once earmarked for electric trucks, and now thriving after switching to ICE versions, is now reportedly preparing for future gas-powered models.
Hybrids And Range Extenders
Crain’s Detroit sources also claim plug-in hybrid versions of the Silverado and Sierra are in the mix, while GM has discussed range-extended EV tech with suppliers. It’s an idea rivals are already chasing. Ram is expected to launch a range-extended pickup first, while Ford has signaled similar plans after backing away from the idea of renewing the all-electric F-150 Lightning.
No More Federal Handouts, Or Directives
None of this is happening in a vacuum. EV tax credits have been rolled back, emissions rules have softened, and demand for expensive electric pickups hasn’t exactly set sales charts on fire. Big batteries and six-figure stickers remain a hard sell for many truck buyers, though GM refused to comment on the report that its EV plans have been axed.
“We have not disclosed any potential plans or timing for any next-generation battery electric trucks and we’re not going to engage in speculation,” a GM spokesperson told Crain’s Detroit.
GM still says the long-term destination is electric, and it probably is. But right now, Detroit’s most profitable vehicles are trucks, and trucks and their buyers can’t kick their gasoline habit.
The plan leans on overseas markets that barely know the brand exists
Plug-in hybrids and BEVs would make up 60 percent of that volume
Changan operates brands like Nevo, Deepal, Volga, Avatr, and Kaicene.
Last year, BYD and Geely were the only two Chinese automakers to firmly establish themselves among the planet’s top 10 largest car manufacturers by volume. By 2030, fellow Chinese brand Changan aims to join them and grow its global sales by more than two-thirds.
Heading into the Beijing Auto Show, Changan Automobile says it is aiming for 5 million annual sales by 2030, with a fallback target of 4 million if conditions tighten. Reaching the higher figure would make it the world’s fifth-largest carmaker based on 2025 volumes, putting it ahead of Ford at 4.4 million, Honda at 3.5 million, and Nissan at 3.2 million. The plan leans heavily on electrification, with plug-in hybrids and battery-electric models expected to account for 60% of total sales.
The key to Changan’s desired growth will be overseas markets. Last year, it sold 638,000 vehicles outside China, but by 2030, it aims to increase this figure to between 1.4 million and 1.8 million units. Among the brands currently operated by Changan include Nevo, Deepal, Volga, Avatr, and Kaicene, while it also has joint ventures with Mazda and Ford.
Chinese Rivals Could Also Climb The Charts
Of course, Changan isn’t the only Chinese carmaker that wants to see more sales in the coming years. Geely, which ended 2025 as the world’s eighth largest car manufacturer with 4.12 million vehicles, is targeting 6.5 million sales in 2030. Additionally, BYD will be pushing for more sales, although it hasn’t announced a set target for 2030, Reuters notes.
New technologies will play a part in Changan’s sales growth. The car manufacturer is gearing up to launch a pair of all-electric sedans using advanced sodium-ion batteries. As sodium-ion batteries are far cheaper to produce than existing lithium-ion batteries, these models could usher in a new era of even more ultra-affordable EVs in China. Most other major Chinese car companies are also developing sodium-ion batteries, including Geely and BYD.
The 2026 ID. Buzz gets updates in Europe, while the US still waits.
New infotainment arrives, along with proper physical steering buttons.
It also adds AWD, one-pedal driving, and useful V2L capability.
Volkswagen is giving the ID. Buzz a round of updates, adding power and finally addressing some of the cabin’s most complained-about ergonomics. There is a catch, though. These changes are currently limited to Europe and the UK, with North America set to skip the 2026 model year entirely.
The biggest addition is the new ID. Buzz Pro 4Motion. It brings a dual-motor setup producing 335 hp (250 kW), a figure that was previously reserved for the hotter GTX variant. Buyers get a 79 kWh battery in short-wheelbase form, while the long-wheelbase version steps up to an 86 kWh pack.
More importantly, the switch to all-wheel drive is not just about traction. Towing capacity gets a useful bump, up by 600 kg (1,323 lbs) over the rear-wheel-drive models. That pushes the maximum to 1,800 kg (3,968 lbs) for the standard version, although the longer, heavier model sees that figure trimmed slightly to 1,600 kg (3,527 lbs).
Smarter Tech Inside
Volkswagen is also using this update to tidy up the cabin, focusing on usability while layering in a few new tech features. The ID. Buzz now gets the latest Innovision infotainment system, bringing cleaner menus and access to a new App Store covering audio, video streaming, parking, charging, and even gaming. It is the same setup already seen in the ID.3 Neo, and it will roll out to the facelifted Caddy and Transporter T7 later this year.
One of the more welcome fixes sits right in front of the driver. Proper physical buttons return to the steering wheel, replacing the fiddly touch-sensitive controls that never quite convinced anyone. That said, VW is still holding onto the touch sliders below the main screen, which remain as divisive as ever.
There is also a practical upgrade. Vehicle-to-Load functionality is now available, allowing the ID. Buzz to power external devices like e-bikes or other equipment through a dedicated adapter, turning the van into a mobile power source when needed.
The fully electric microbus will finally offer one-pedal driving, allowing regenerative braking to bring it to a standstill when the driver lifts their foot off the gas. Finally, safety equipment has been improved with the optional Connected Travel Assist, featuring traffic light recognition.
The 2026 VW ID.Buzz will reach dealers in Europe and the UK this summer. While the updates are currently limited to the other side of the Atlantic, there is a chance they will be applied to the US-spec ID.Buzz for the 2027 model year.
Battery maker CATL has just leaped ahead of BYD and Geely in charge speeds.
Its latest Shenxing LFP battery can charge from 10-35 % in only one minute.
A 10-80% charge takes 3 min 44 seconds, cold weather has minimal impact.
Some records stand for decades. Bob Beamon’s 8.9 m 1968 long jump, still unbroken 58 years later, is one. Others, like the 5 minutes it takes BYD’s Blade 2.0 battery to go from 10-70 percent, seem spectacular at the time, but here we are only weeks later and it’s already been smashed not once, but twice.
First it was Geely, whose Golden Brick battery can charge from 10-70 percent in 4 minutes 22 seconds. And now battery giant CATL has made even that look like it was hooked up to a household AC socket.
CATL’s 3rd-gen Shenxing LFP battery stops the clock at 3 minutes 44 seconds. And that’s not even charging to 70 percent, but to 80 percent. Geely’s battery needs almost two minutes longer to reach the same point.
And that’s not the only crushing stat. If you’ve ever charged an EV, you’ll know that charge rates aren’t linear. It takes a while to reach peak charge speed and then the rate falls away again as the battery gets closer to full. But the CATL pack comes out all guns blazing, charging from 10-35 percent in just 1 minute.
And from 10-98 percent takes only 6 minutes and 27 seconds. That compares with 8 minutes 42 seconds for a 10-97 percent fill with Geely’s Golden Brick and 9 minutes for BYD’s Blade 2.0. Or to put it another way, the CATL goes from flat to full 13 seconds faster than it takes a Ford Mustang GTD to lap the Nurburgring.
Cold Weather? No Problem
These numbers are all achieved in optimal temperatures, of course, but CATL threw out another one to show that even in less than ideal condition charging is still really rapid. Drop the temperature to -30˚ C (-22˚F) and the 10-98 percent top-up still only takes 9 minutes.
Unveiling the new battery at its Tech Day Event, CATL claimed the pack’s 0.25 milliohms internal resistance is 50 percent lower than the industry average. It also features multi-point temperature monitoring for each cell and Self-Heating tech that involves using pulses of heat to improve low-temperature charging speeds.
Long Lifespan
Just as importantly, CATL claims that the battery health remains above 90 percent even after 1,000 ultra-fast charge cycles, countering skepticism from BMW engineers about the viability of the new generation of insanely fast-filling Chinese batteries.
BYD has already begun to expand its Flash Charging network to Europe, and CATL also claims it’s looking into bringing its own tech behind China’s borders together with SAIC-GM-Wuling. But don’t bank on it arriving in the US any time soon.
China-market BMW EVs swap pop-out handles for safer ones.
Long-wheelbase i3 and iX3 debut with local tech upgrades.
Claimed 621-mile range probably translates to less than 400.
Sometimes the smallest detail says the most. BMW has launched its new China-only i3 Long Wheelbase and iX3 Long Wheelbase, but the headline feature, as we see it, isn’t rear legroom, horsepower, batteries, or giant screens. It’s the door handles.
While European and US Neue Klasse models launched with flush pop-out handles, China’s versions get semi-recessed, more conventional units instead. That follows growing scrutiny of retractable handles after several high-profile crashes in China, where trapped occupants reportedly struggled to exit damaged vehicles.
Tesla has faced similar concerns in the US and abroad, with NHTSA opening an investigation into Model Y door handles last year after reports of parents unable to reach children trapped inside after a power loss. Suddenly, boring handles look pretty smart.
BMW says the redesigned hardware meets Chinese regulations while still satisfying its own global safety standards. And having tried cars with pop-out handles, often finding them fiddly, we’re kind of jealous of these new Asian ones.
Beyond the door handles, these two EVs mark the official start of the Neue Klasse era in China and have been tailored specifically for local buyers. Both ride on BMW’s latest Neue Klasse dedicated EV architecture, but they’re stretched compared with Western versions because you can never have enough legroom in China.
Exactly how much the i3L is stretched versus the 2,898 mm (114.1 inches) wheelbase of the West’s i3 sedan, BMW hasn’t yet revealed. But we know the iX3L gets an extra 108 mm (4.25 inches) of wheelbase, bringing it to an X5-like 3,005 mm (118.3 inches). The good news is that the extra sheetmetal has been carefully integrated so as not to upset the proportions of either car.
Bespoke China OS
Inside, both models use BMW Panoramic iDrive and a China-specific version of Operating System X. There’s navigation developed with Amap, AI help via Alibaba and DeepSeek, and HarmonyOS NEXT compatibility so the cars can better live inside China’s digital ecosystem.
Driver assistance was also developed locally with Momenta and is tuned for Chinese roads, traffic patterns, and parking chaos. BMW says it offers Level 2 navigation-guided support across city streets, highways, and parking scenarios.
That, we’re happy to believe, but as usual, we’ll treat the optimistic CLTC range figures with some healthy skepticism. BMW claims over 900 km (559 miles) for the iX3 Long Wheelbase and more than 1,000 km (621 miles) for the i3 Long Wheelbase.
To give some perspective, BMW in North America quotes 400 miles (644 km) EPA for the shorter, so presumably lighter, iX3 and 440 miles (709 km) for the truncated i3 sedan.
Both Chinese models get 800-volt electrical systems with up to 400 kW DC charging, just like Western cars, but way behind what BYD can offer Chinese drivers. The powertrains seem identical, too. The iX3 50L xDrive makes 463 hp (470 PS / 345 kW) plus 476 lb-ft (645 Nm) of torque, BMW says.
Do you think BMW should also swap out its pop-out handles on Western-market i3s and iX3s? Drop a comment and let us know.
Hyundai’s N division is weighing whether the Ioniq 3 deserves its badge
Kia already launched an EV3 GT using nearly identical underpinnings
A 400-volt performance EV was something Hyundai previously ruled out
Electric performance cars are still working out what they want to be. Some feel quick but distant, others try a bit too hard. The new Hyundai Ioniq 3’s design has already picked up some unflattering Pontiac Aztek comparisons, yet this all-electric hatch could still be first in line for the N treatment.
Hyundai’s N performance division fast dabbled in the world of performance EVs with the Ioniq 5 N three years ago, proving it was possible to build an electric car that’s fun and engaging to drive. It’s since followed this up with the Ioniq 6 N, and senior executives at the company appear open to the idea of an Ioniq 3 N.
“We are looking into different ways to expand the N line-up,” Hyundai Europe product vice president Raf van Nuffel told Car Sales. “N was always about cornering and fun to drive. When we launched the i30 N, it was not about the sheer 0-100km/h number and so on. It’s about having fun while driving,” noting a smaller and lighter vehicle like the Ioniq 3 doesn’t need supercar-levels of performance.
Up until now, Hyundai has shied away from making any N EVs that use cheaper 400-volt architectures, citing concerns that they lack cooling systems to maintain on-track performance. Lower charging speeds could also impact their appeal for those seeking out their local circuit. However, it seems executives are reversing this stance and see an opportunity to make the Ioniq 3 more exciting.
Hyundai Could Follow Kia’s Lead
Kia has launched a GT-branded version of its EV3, and it shares many of its parts with the Ioniq 3, so there’s certainly scope for the Hyundai to be given some extra power. In the case of the EV3 GT, a pair of electric motors delivers 288 hp (215 kW) and 345 lb-ft (468 Nm) of torque, figures right in line with current combustion-powered hot hatches, including Hyundai’s own i30 N.
Speaking about the possibility of an Ioniq 3 N last year after the reveal of the dramatic Concept Three, the president and chief executive of Hyundai Motor Europe, Xavier Martinet, indicated such a project was under consideration.
“The concept is quite sporty, and obviously you have heritage with the N brand. I think it’s a fair topic to consider,” he said.
New 7-Series gets Neue Klasse tech, including a standard front passenger display screen.
Electric i7 gets cylindrical battery cells, standard all-wheel drive, and 350+ miles of range.
Rear 31.3-inch Theater Screen now does Zoom calls, has touch functionality, HDMI port.
BMW’s calling the new 2027 7-Series the most extensive mid-life update it’s ever done, but what we’re seeing here goes beyond Munich’s flagship sedan. Because this update shows us how BMW will apply its Neue Klasse thinking to every older model going forward, including the revised 5-Series.
That claim of “most extensive update” might leave you shrugging at first. The new 7-Series still rides on the older CLAR platform adapted to take both ICE and electric powertrains, rather than the EV-only Neue Klasse architecture seen on the i3 and iX3. And even some of the visual changes are subtle. It doesn’t have the visor face or retro-futuristic compact kidneys.
But take another look. The now illuminated jumbo grille is narrower, and its bars run horizontally, not vertically. The super-slim DRLs butt up against the grille, and the real headlights are now smaller and almost hidden in the front bumper’s side air intakes. BMW is even bracing the 7’s industrial look this time around, happy to leave big expanses of body-color plastic up front, rather than trying to break it up with large chunks of black.
It’s not pretty, and we don’t love the duo-tone Individual paint, even if it does take 75 hours of shop time to create. But the 7-Series is certainly not lacking in presence, looking like someone machined a luxury sedan directly from a solid billet of aluminum and bolted some wheels on. Head round the back, and things are less aesthetically challenging. Besides adopting BMW’s new matte roundel first seen on the iX3, the 7-Series now has longer light units that are just a handspan from being a full light bar.
Panoramic iDrive
Step inside and you’ll not need a guide to help you spot the changes, like you might the exterior updates. BMW’s Panoramic iDrive, again first seen on the iX3 and then the i3, and coming to the facelifted 5-Series and i5, and new X5 soon, makes its debut here, bringing a full-width windscreen projection called Panoramic Vision and a 17.9-inch free-floating central display.
But in this case, there’s a standard 14.6-inch Passenger Screen for whoever’s riding shotgun. They get streaming, gaming, and TV, but you only get jealous: an interior camera dims it automatically if it detects driver distraction. Maybe it’s just us, but that second screen looks kind of clunky, like an afterthought. Mercedes’ latest full-width Hyperscreen setup is slicker.
Zoom On the Move
The rear Theater Screen that was such a big deal when the G70 7-Series debuted in 2022 hasn’t been left out of the updates. The 31.3-inch 8K display is now a touchscreen, supports Zoom video calls via a built-in camera, and has an HDMI input for a laptop or streaming stick, and Dolby Atmos through the optional 36-speaker, 1,925-watt Bowers and Wilkins Diamond system. It’s all optional, of course, but the standard kit includes a more modest but still very decent 18-speaker, 575-watt Bowers and Wilkins setup, so even base buyers aren’t exactly slumming it.
Powering all of this digital extravagance is a completely new electrical architecture borrowed from the Neue Klasse cars. It packs 20 times more processing power than before, and a zonal wiring harness that cuts around 2,000 ft (610 m) of cabling and sheds 30 percent of harness weight. The voice assistant had a serious upgrade too, now integrating Amazon’s Alexa+ AI for proper conversational interaction, smart home control, and streaming. BMW claims you can just talk to your 7-Series like you would a real person.
New Batteries, Extra Range
On the electric side of the 7-Series equation, the biggest news is found under the floorpan. BMW’s swapped to sixth-generation cylindrical cells that are 20 percent more energy dense, and bumped usable battery capacity up more than 10 percent to 112.5 kWh. All 2027 i7s come standard with an NACS port and can charge at up to 250 kW instead of 195 kW.
The 536 hp (544 PS / 400 kW) i7 60 xDrive makes the same power as before but now offers over 350 miles (563 km) of range rather than 311 miles (500 km), and can charge from 10 to 80 percent in just 28 minutes. It gets to 60 mph (97 kmh) in 4.6 seconds and costs $126,250, including $1,550 destination, up from $125,750 for the 2026 equivalent, the XDrive60.
At the lower end of the lineup, there’s no single-motor eDrive50 this year, but the equally powerful 449 hp (455 PS / 335 kW) i7 50 xDrive that replaces it looks like a better value at $107,750 (up from $107,250). We know it hits 60 mph in the same 5.3 seconds as the old rear-wheel drive car, but BMW hasn’t released a range figure.
ICE Upgrade, M Comes Later
For those who’d rather have pistons, the 740 and 740 xDrive use a new-generation 3.0 inline-six making 394 hp (400 PS), or 19 hp/20 PS more than before, with the xDrive sprinting to 60 in under 5 seconds. Prices start at $101,350 and $104,350, respectively. A plug-in hybrid 750e xDrive follows in early 2027, pairing an inline six with an electric motor for the same 483 combined hp (490 PS) as the outgoing PHEV, and an unchanged 4.6-second zero-to-60.
There’s no mention of a direct replacement for 2026’s 650 hp (659 PS / 485 kW) electric M70, or the 536 hp (544 PS) 4.0-liter V8 760i xDrive, but BMW does say a V8 M Performance model arrives a little time after launch, and will probably take on that 760i ICE powertrain.
Scaling Back Autonomous Ambitions
Driver assistance has been overhauled under the banner of BMW Symbiotic Drive, a Level 2 system designed to assist without being annoying. It uses eye-tracking to understand driver intent, meaning the lane-keeping assist only nudges you when you’re actually drifting unintentionally. Wildlife detection has been added to automatic emergency braking, too.
Worth noting, though, is that this generation quietly drops the Level 3 autonomous driving capability that once made the 7-Series a genuine tech pioneer. BMW isn’t alone in retreating here. Mercedes has pulled back from Level 3 as well, both apparently concluding that the regulatory headaches and liability questions aren’t worth it when a really good Level 2 system is cheaper to develop and easier to sell.
Production kicks off in July 2026 at BMW’s Dingolfing plant with the i7s and 740s arriving in the US soon after. But the 750e xDrive PHEV doesn’t land until early 2027, some time before the V8-powered M Performance model.
The all-electric Luce could be more expensive than the 849 Testarossa.
Ferrari’s first EV may also be a lot more expensive than the Purosangue.
A 122 kWh battery pack and four electric motors will be fitted as standard.
Ferrari is taking a gamble with its all-electric Luce, launching it at a time when EV sales have contracted in the US, and competition from China is offering EV buyers supercar-levels of power at a fraction of the cost. If a new report about the Luce’s potential starting price is accurate, it could prove to be a hard sell for the brand.
Citing unnamed sources, it’s being reported that European prices for the Luce will start at approximately €550,000, or the equivalent of $645,000. To put that in perspective, the Ferrari Purosangue SUV starts at around €400,000 ($470,000) in Europe, although strong demand for that model means some used examples are going for over €600,000 ($704,000).
Bloomberg understands that the final price is yet to be locked in, and could be adjusted 10 percent in either direction from the €550,000 mark. If true, this could make the Luce more expensive than even the 849 Testarossa and 12Cilindri, and would be the firm’s second-most expensive series production model after the F80 hypercar.
Such a sky-high price tag could limit the Luce’s appeal, particularly since Ferrari’s customers are used to buying models from the Italian marque with sizzling internal combustion engines, not heavy battery packs and electric motors. If it’s possible to buy a V12-powered, four-seat Purosangue for less, while boasting all the practicality as the Luce, some may be swayed by the allure of the combustion-powered Fezza.
Admittedly, loyal Ferrari customers aren’t exactly strapped for cash, so they may not really care about how much the Luce costs and could be fixated on buying one anyway. Not only could the Luce be one of Ferrari’s most expensive models, but it’d be one of the priciest EVs on the market, costing way more than anything sold by Porsche and even more than the Rolls-Royce Spectre that starts from under $400,000 in America.
Quad Motors
What will shoppers get for their money? While final specifications for the Luce won’t be announced until its unveiling next month, we know it will have four electric motors delivering over 986 hp. Feeding these motors with juice will be a 122 kWh battery pack supporting charging speeds of up to 350 kW, giving the model a driving range of over 329 miles (530 km).
The Smart Concept #2 previews a successor to the Fortwo.
The urban EV promises a range of 186 miles (300 km).
The production version will debut at the Paris Motor Show.
Smart goes back to basics with a successor to the original Fortwo microcar that put the company on the map. At the “Change of Perspectives” event in Beijing, the brand unveiled the Concept #2, which serves as a close preview of a tiny urban EV set to arrive later this year.
The model was designed by Mercedes-Benz, looking like a natural evolution of the EQ Fortwo that was discontinued in 2024. It has a familiar two-door silhouette with a very short hood and large wheels positioned at the corners. Other highlights include the aggressive LED headlights and the clean surfacing.
The concept features futuristic wheels with transparent aero covers shod in light-colored rubber, trick DRLs with #2 lettering, leather straps instead of door handles, and a blocked grille that looks like a luxury suitcase, while at the rear it sports a small matrix screen that can display various messages. Those elements will likely be toned down for production, as with the shiny gold finish of the floating roof.
The Concept #2 measures 2,792 mm (109.9 inches) long, making it the largest interpretation of a two-door city car from Smart. It is 292 mm (11.5 inches) longer than the original Smart and 97 mm (3.8 inches) longer than the last generation of the EQ Fortwo.
Still, the EV remains the smallest contestant in Europe’s A-Segment, being 840 mm (33 inches) shorter than the Fiat 500e and 997 mm (39 inches) shorter than the Renault Twingo E-Tech. In fact, the new Smart is closer in size to heavy quadricycles like the Citroen Ami and the Fiat Topolino than actual cars.
New Underpinnings
Under the skin lies a new Electric Compact Architecture (ECA) developed in house. Since Smart is co-owned by Mercedes and Geely, it is safe to assume that the platform uses technology from the Chinese automaker.
The #2 will be exclusively available with an electric powertrain, similar to the #1 and #3 and unlike the larger #5 and #6, which are also available in plug-in hybrid forms.
Smart has yet to announce detailed specifications, but mentioned a targeted range of around 186 miles (300 km), which is more than double the 135 km (84 miles) range of the EQ Fortwo. The battery will charge from 10-80% in under 20 minutes and will support V2L (Vehicle-to-Load) functions. Chances are that the #2 will stick to the RWD layout of its rear-engined predecessors.
The presentation didn’t include photos of the interior, but the packaging of the EV-dedicated platform promises a more spacious two-seater cabin which is also expected to be more premium than before.
The production Smart #2 will debut at the Paris Motor Show in October, ahead of its market launch. The model will be likely focused in Europe and the UK, although it could also find its way into other markets around the world.
The Smart Concept #2 previews a successor to the Fortwo.
The urban EV promises a range of 186 miles (300 km).
The production version will debut at the Paris Motor Show.
Smart goes back to basics with a successor to the original Fortwo microcar that put the company on the map. At the “Change of Perspectives” event in Beijing, the brand unveiled the Concept #2, which serves as a close preview of a tiny urban EV set to arrive later this year.
The model was designed by Mercedes-Benz, looking like a natural evolution of the EQ Fortwo that was discontinued in 2024. It has a familiar two-door silhouette with a very short hood and large wheels positioned at the corners. Other highlights include the aggressive LED headlights and the clean surfacing.
The concept features futuristic wheels with transparent aero covers shod in light-colored rubber, trick DRLs with #2 lettering, leather straps instead of door handles, and a blocked grille that looks like a luxury suitcase, while at the rear it sports a small matrix screen that can display various messages. Those elements will likely be toned down for production, as with the shiny gold finish of the floating roof.
The Concept #2 measures 2,792 mm (109.9 inches) long, making it the largest interpretation of a two-door city car from Smart. It is 292 mm (11.5 inches) longer than the original Smart and 97 mm (3.8 inches) longer than the last generation of the EQ Fortwo.
Still, the EV remains the smallest contestant in Europe’s A-Segment, being 840 mm (33 inches) shorter than the Fiat 500e and 997 mm (39 inches) shorter than the Renault Twingo E-Tech. In fact, the new Smart is closer in size to heavy quadricycles like the Citroen Ami and the Fiat Topolino than actual cars.
New Underpinnings
Under the skin lies a new Electric Compact Architecture (ECA) developed in house. Since Smart is co-owned by Mercedes and Geely, it is safe to assume that the platform uses technology from the Chinese automaker.
The #2 will be exclusively available with an electric powertrain, similar to the #1 and #3 and unlike the larger #5 and #6, which are also available in plug-in hybrid forms.
Smart has yet to announce detailed specifications, but mentioned a targeted range of around 186 miles (300 km), which is more than double the 135 km (84 miles) range of the EQ Fortwo. The battery will charge from 10-80% in under 20 minutes and will support V2L (Vehicle-to-Load) functions. Chances are that the #2 will stick to the RWD layout of its rear-engined predecessors.
The presentation didn’t include photos of the interior, but the packaging of the EV-dedicated platform promises a more spacious two-seater cabin which is also expected to be more premium than before.
The production Smart #2 will debut at the Paris Motor Show in October, ahead of its market launch. The model will be likely focused in Europe and the UK, although it could also find its way into other markets around the world.
Olto combines e-bike legality with scooter-like performance and design.
A removable battery delivers up to 40 miles of claimed range.
Built-in security and app controls make it more car than bicycle.
Electrified bike-shaped vehicles are becoming more and more commonplace across the USA. One of the latest additions to the market is the Infinite Machine Olto, and what it might lack in lightweight construction or conventional design, it makes up for in sheer utility and practicality. Now, after a review and a deep dive into the specs, it’s easy to see why the manufacturer sees it as a car alternative.
The Olto is technically classified as a Class 2 ebike in most places. That’s problematic for real ebike riders, as we’ve pointed out in the past. The loophole that allows this 175-lb electric moped that goes up to 33 mph (and faster downhill) to be sold as an ebike is probably also what allows Infinite Machine to build and sell it in the first place. As an e-moped or e-motorcycle (both things that it’s far more akin to), it would have to navigate more regulations, and riders would likely need to do more with regard to getting licensed and insured to use it.
That said, the product itself is noteworthy for several reasons. Let’s start with the basics. The Olto starts at $3,495, and for that price, buyers get a 48-volt architecture, a 25-Ah removable battery, a 2-kW rear hub motor, weatherproof aluminum bodywork, NFC unlocking, GPS tracking, anti-theft alerts, automatic steering lock, USB-C charging, and even over-the-air software updates. In other words, it has more tech than some actual cars.
The Olto’s biggest trick is that it changes personality depending on how you use it. In Class 2 mode, it behaves like a legal e-bike with a 20 mph top speed and throttle operation. Switch to Class 3 and it can hit 28 mph, although you have to use pedal assist (yes, it has dinky little almost vestigial pedals to get into the ebike segment). Put it in Off-Road mode, and the full 33 mph is unlocked. Infinite Machine says the companion app can even tailor the settings based on local laws. In its review of the Olto, The Verge says it managed to achieve 36 mph.
All of that tech should explain why Infinite Machine sees this as a car alternative. With 40 miles of range, it’s more than enough for most commutes, errands, or quick city runs. That said, if the battery dies, good luck pedaling it.
Most folks would struggle to pedal a 30lb mountain bike very far, and those are designed for human-powered movement only. The Olto isn’t. On the plus side, the removable battery can be charged indoors, while the bike itself is designed to stay outside thanks to its weatherproof construction and built-in security features. Is it truly worth $3,495? Probably for those who will truly use it instead of a car.
Most ebikes don’t offer the modularity and practicality of the Olto. It’s available with a slew of accessories such as a kid carrier, storage bins, baskets, racks, and more. That’s a great combo of features and flexibility. We just hope regulation figures out how to allow things like the Olto without sentencing actual ebike riders to wearing motorcycle helmets and having ebike insurance while they’re on a greenway.
The electric Jeep Wagoneer S is skipping the 2026 model year.
It will return for 2027 with a NACS port and several updates.
Sales plummeted to a mere 175 units during the first quarter.
The Jeep Wagoneer S has been a perpetual disappointment and some dealers are offering discounts of nearly $25,000 to help move inventory. The fire sale enabled Stellantis to move 10,864 units in the United States last year, but sales have plummeted following the elimination of the federal tax credit.
In the fourth quarter of 2025, dealers only moved 438 crossovers. That fell to a mere 175 units in the first quarter of 2026 and that puts the company on track to sell a pathetic 700 for the entire year.
However, even that sad figure now seems optimistic as the Wagoneer S is going away for 2026. The story was broken by Automotive News and confirmed to Car & Driver.
While the slow-selling crossover is going on hiatus like the Volkswagen ID. Buzz, it’s coming back for 2027. It also promises to be a tad more compelling when it returns as a spokesperson said they’re “pacing production of the all-electric Jeep Wagoneer S to support future improvements in battery performance, software, and capability.”
Those will be welcome improvements, but the biggest change appears to be the introduction of a NACS port. This will enable owners to access Tesla Superchargers without the need for an adaptor.
These sound like good developments, but the biggest hurdle appears to be price. The Wagoneer S starts at $65,200 and climbs to $70,200 for the Launch Edition, which features an increased output of 600 hp (447 kW / 608 PS).
That’s pretty steep considering the Mustang Mach-E GT begins at $53,395 and can be equipped with the GT Performance Upgrade for an additional $1,295. While the Ford has a significantly lower output of 480 hp (358 kW / 487 PS), it’s slightly quicker than the Wagoneer S as it accelerates from 0-60 mph (0-96 km/h) in 3.3 seconds, compared to the Jeep’s 3.4 seconds.
FIA and Formula E have unveiled the new Gen4 race car.
Features a new powertrain that produces up to 805 hp.
Said to be world’s first race car that is 100% recyclable.
If you think Formula E might as well be called Formula Zzz, the latest update could be right up your alley as they’ve introduced the new Gen4 race car for the 2026/2027 season. It features an all-new powertrain with significantly improved performance.
Showcased at the Paul Ricard Circuit earlier today, the model will be able to produce up to 805 hp (600 kW / 816 PS) in Attack Mode. That’s a huge increase from the previous limit of 469 hp (350 kW / 476 PS).
Even in ho-hum race mode, Gen4 cars will have 50% more power. This suggests they’ll produce 603 hp (450 kW / 612 PS), which is roughly on par with the Kia EV6 GT.
The impressive numbers don’t end there as the Gen4 racer accelerates from 0-62 mph (0-100 km/h) in 1.8 seconds and 0-124 mph (0-200 km/h) in 4.4 seconds, which is a full 1.5 seconds faster than its predecessor. Given enough room, the single seater will eventually hit a top speed of 208 mph (335 km/h).
Given the gains, it’s little surprise that Formula E says Gen4 cars will deliver the “fastest-ever” lap times seen in the series. In particular, they suggested lap times on street circuits should fall by at least five seconds per lap compared to Gen3 Evo cars.
The powerful stats behind the all-new GEN4 ⚡️
Reaching speeds of over 335kph and 0-200kph in 4.4 seconds, with a 71%…
Other highlights include a 600 kW charging capability and a focus on sustainability. In regards to the latter, the Gen4 is said to be the “world’s first racing car that is 100% recyclable.” It also includes at least 20% recycled materials as well as batteries that lack rare earth minerals.
Formula E CEO Jeff Dodds said, “Gen4 isn’t just a car, it’s a bold declaration of our ambition. Seeing what it can do on track for the first time is a real milestone for Formula E – we are now delivering performance levels that were thought impossible for electric vehicles just five years ago.” He went on to say, “This is just the beginning, as its refinement is now in the hands of our manufacturers – Porsche, Jaguar, Stellantis, Nissan, Lola Cars and Mahindra – to push development to even higher limits of performance ahead of its racing debut later this year.”
Electric vehicle sales in Europe jumped by 51% in March.
High fuel prices, new govt incentives are driving the switch.
US EV picture is very different, sales dropping 27% in Q1.
Europe’s EV market is having a moment, and it’s in large part thanks to a man who’s no fan of clean energy. President Trump’s attack on Iran sent petrol and diesel prices soaring – and European drivers into the arms of electric cars.
New figures show battery-electric registrations surged 51 percent in March 2026 across 15 key EU + EFTA (European Free Trade Association) markets as drivers in the region battled with fuel costs that jumped by around a fifth.
More than 224,000 electric passenger cars were registered in March alone as a result, accounting for 22 percent of all new-car sales. That means close to one in every four cars sold was an EV. Over the first quarter, more than half a million EVs were sold across the EU, up 33.5 percent year over year.
Growth was broad, too. Germany rose 42 percent year to date, helped by new state incentives and France stayed strong with a 28 percent EV share in March. Italy, long considered a reluctant adopter, jumped 65 percent. Even Poland cracked the 40 percent growth club.
Scandis Embraced EVs
Then there’s the Nordics, where normal rules don’t apply. Denmark saw fully electric cars account for 76.6 percent of March registrations. Finland was near 50 percent. Norway, naturally, continued behaving like it’s already living in 2035, with 98.4 percent of new registrations fully electric.
Now let’s cross the Atlantic, where the mood is rather different, despite pump prices also rising there. Though CarEdge reported internet searches for EVs jumped 20 percent in the first week following the original attack on Iran in early March, US EV sales in the first quarter fell 27 percent compared with the same period last year.
Tax Credit Hole
Only 216,399 EVs were sold in America between January and the end of March, that slide heavily influenced by the removal of the federal $7,500 tax credit last September, which appears to have yanked plenty of buyers back toward gasoline pumps.
Some brands still found success. Toyota rose 79 percent, Lexus jumped 207 percent, and Rivian edged upward by 21 percent. But others were hammered, with several mainstream and premium names like Audi, BMW, Mercedes, Porsche, Ford, VW, Jeep and Genesis posting dramatic declines as high as 93 percent.
VW debuts the ID. Aura T6 SUV and ID. Unyx 09 sedan in China.
The Jetta X Concept previews an affordable electric SUV.
The VW Group has also revealed the production AUDI E7X SUV.
The Volkswagen Group arrived in China with a full plate, using its Media Night ahead of the Beijing Auto Show to roll out a mix of production models and near-future previews. There is a clear pattern running through it all, heavy local collaboration, faster development cycles, and a lineup that looks increasingly tailored to Chinese tastes rather than global consistency.
Among the reveals were the VW ID. Aura T6 from FAW, the ID. Unyx 09 co-developed with XPeng, and the AUDI E7X from SAIC. Sitting slightly off to the side, but arguably just as important, was the Jetta X Concept, previewing a cheaper, more accessible electric SUV.
The ID. Aura T6 is a fully electric midsize SUV built specifically for China, and at a glance, it could pass as an ID. Tiguan. It comes from the FAW-VW joint venture and leans into familiar design cues, split LED headlights, a full-width rear light bar, proper door handles, and a five-seat layout. It is also the first member of the ID. Aura family, even though the initial concept from 2025 was a sedan.
VW ID. Aura T6
Next up is the ID. Unyx 09, an electrified sedan borrowing technology from Xpeng. It is a sibling to the recently unveiled ID Unyx 08 SUV, adopting a similar styling language. The low-slung model features slim LEDs and the signature black trim piece that connects the main headlights with the ADAS sensors on the profile.
VW didn’t get into details, but the ID. Unyx 09 will likely share the electric powertrains with the ID. Unyx 08, including CATL-sourced battery packs. Its market launch in China is scheduled for the second half of 2026.
VW ID. Unyx 09
Both the ID. Aura T6 and the ID. Unyx 09 feature the new CEA electric and electronic architecture, a result of VW’s partnership with Xpeng. This supports Level 2+ driving assistance and high-tech infotainment systems with an integrated AI Intelligent Assistant.
During the Media Night, VW Group also showed the production version of the AUDI E7X. The fully electric SUV is produced as part of its joint venture with SAIC, joining the E5 Sportback in the Chinese lineup.
A New Jetta SUV
Then there is the Jetta X Concept, which might be the most telling piece of the puzzle. It is a rugged-looking SUV with an electrified powertrain, styled with a kind of no-nonsense simplicity that feels closer to Dacia than anything wearing a VW badge. That is not accidental. With Skoda exiting China after a prolonged sales slide, Jetta now steps into its place as the value-focused brand.
The Jetta X rides on the Compact Main Platform (CMP), developed in China. More importantly, it is expected to reach production by FAW later this year, with a rumored starting price under the ¥100,000 ($14,700) mark. Overall, the Jetta lineup will grow with five new models by 2028, including four NEVs (models with electrified powertrains).
VW Group’s Offensive In China
VW plans to launch 20 new electric vehicles this year as part of its “In China, for China” strategy. The company promises they will use “state-of-the-art electrical architectures, ADAS systems, an intelligent cockpit and AI features,” designed to fulfil the needs of Chinese customers.
Real-world efficiency ranges from 89 to 92 percent in daily use.
The wireless charger is said to cost about $6,500 before taxes.
Upfront cost remains the main barrier despite a minimal long-term gap.
In the push to make home charging feel as seamless as refueling, automakers are starting to rethink the ritual itself. Before lifting the veil on the all-electric Cayenne, Porsche confirmed it had developed complex inductive charging technology. Now that the Cayenne Electric has reached the road, the brand is preparing to launch an optional wireless charging system for those who would rather skip plugging in at home.
At the heart of the charging system is the hefty base plate. Weighing in at 110 lbs (50 kg), it’s been designed to plug into a wall socket and houses a large transmitter coil. The base plate converts AC voltage from the electrical grid into DC voltage, and as the Cayenne Electric is positioned above it, a secondary coil beneath the SUV begins to receive power.
Impressively, Porsche says its inductive charging technology supports up to 11 kW. Jason Fenske of Engineering Explained notes that Porsche’s own US mobile connector caps at 9.6 kW, making wireless the faster home-charging option for American owners.
The wireless charger comes with special software in the Cayenne Electric’s Surround View parking function, which displays the receiver’s position near the front axle, while a green circle indicates the base plate’s position. Simply pull the Porsche so the green dot is inside the circle, and it’s in the correct position to start charging.
Before the energy flow starts, the system automatically exchanges data, including a password, to prevent potential electricity theft. Wireless charging systems are generally regarded as inefficient, but Porsche’s engineers told Engineering Explained the system delivers between 89 and 92 percent efficiency in real-world use, comfortably clearing the 85 percent minimum the applicable charging standard requires.
Porsche also confirmed that Level 1 wired charging on the Cayenne Electric runs at just 60 percent efficiency, meaning the wireless pad is a significant step up over a standard household outlet.
Not Having A Cable Is Costly
Tempted buyers shouldn’t worry about the system’s safety, with Porsche noting that the base plate is fully waterproof and includes sensors to detect foreign bodies, immediately stopping charging if something is detected.
“Ease of use, suitability for everyday use, and charging infrastructure are still the decisive factors when it comes to the acceptance of electric mobility,” Porsche R&D boss Michael Steiner said. “We are proud that inductive charging will soon be available in series production at Porsche. Charging an electric car at home has never been so easy and convenient.”
While the system is certainly convenient, it is expensive. In the UK, the entire setup is expected to cost around £6,750 ($9,125), with £4,750 ($6,421) of that being for the base plate itself.
In the US, the ground pad is said to be priced at about $6,500 before taxes, while the Cayenne EV’s onboard hardware adds another $1,650. A lifetime cost analysis by Fenske suggests the real expense is not in the electricity at all. He says that over 200,000 miles, the difference between wireless charging and a conventional wired Level 2 setup comes to roughly $1,000. Based on average U.S. driving of about 13,000 miles per year, reaching that gap would take roughly 15 years, leaving the upfront hardware premium as the main financial hurdle.
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