A new analysis of the US car market reveals how much the average driver could save on fuel by switching to an EV. On average across the country, replacing a gasoline-powered vehicle with a typical EV charged at home currently saves drivers nearly $1,500 a year at the pump. However, that figure varies considerably by state, with the West generally delivering the biggest savings.

See: Ford’s $30,000 Electric Pickup Just Got Its First Official Look

By pairing the average driving distance of American motorists with typical fuel and electricity prices, Bloomberg has mapped where buying an EV makes the most sense. Leading the charge is Washington, home to the third-highest gas prices in the country yet also among the cheapest states for electricity, largely thanks to hydroelectric power and public utilities. As a result, locals making the switch could save up to $2,346 a year. Oregon ranks close behind, with estimated annual savings of $2,057.

Other states where typical fuel costs far outweigh average EV charging costs include Nevada, Arizona, Idaho, Montana, Utah, Wyoming, and Colorado. Roughly one-third of drivers considering an EV cite potential fuel savings as their motivation, a recent JD Power survey found.

Read: Some States Give Up To $9,000 To Buy An EV, Others Charge You Hundreds

The same survey showed interest climbing in May, with 26 percent of car shoppers calling themselves “very likely” to go electric, up three percentage points from a year earlier.

EV Market Share By State (Jan-Apr 2026)

S&P Global / Bloomberg

The Costs That Cut The Other Way

Admittedly, the average EV still costs more than a comparable combustion model, but buyers also benefit from lower running costs and noticeably less maintenance. That price gap has been narrowing too, though EVs do tend to depreciate faster. And the recent climb in fuel prices, set off by the war in Iran, has only strengthened the case for going electric.

That said, Bloomberg reports electricity prices have crept up as well, climbing 8.6 percent over the past 12 months, partly on demand from AI data centers. Even so, those increases are minor next to the surge at the pump.

Also: North America Cratered And Even China Fell, Dragging Global EV And PHEV Growth To 0.9%

“Given how high gas prices are, you’re doing a lot of savings everywhere, but these places are pretty good,” Zero Emission Transportation Association research director Corey Cantor said. “It’s definitely a huge selling point.”

Cantor added that buyers often overlook fuel costs: “You see gas signs everywhere, but you don’t necessarily see dollars per kilowatt signs, unless you’re using an app. You kind of have to crunch the numbers yourself.” States where electricity is cheap and gas is expensive, he said, are where the shift could stick: “Those are the types of places that give you optimism for long-term EV transition, because it’s really just market forces at work.”

The Insurance Catch

Of course, there’s always a but. One cost the fuel math analysis leaves out is insurance, where EVs tend to lose ground. A separate Insurify study we shared recently found that in Washington, the same state topping the savings chart, a newer EV runs 30 percent more to insure than a comparable gas model, $3,260 against $2,515. Oregon shows an even wider gap at 36 percent, and Nevada sits at 26 percent. So part of what you save at the plug, you hand back to the insurer.

The picture isn’t uniformly grim, though. Nationally the average EV runs $3,159 a year to insure versus $2,218 for a gas car, a 42 percent spread, but that collapses to 18 percent once you line up only 2024-and-newer models against each other.

A few states reverse the order entirely. Montana and West Virginia both insure a newer EV for 4 percent less than the gas equivalent, and Nebraska leans the same direction. None of it cancels the fuel savings, but it does mean what you actually pay to run an EV rides on your zip code’s insurance rates as much as the gap between gas and electricity.

The Countryman arrived 16 years ago to a chorus of skeptics, the brand’s first five-door crossover and, to a certain kind of purist, evidence that Mini had started losing the plot. Plenty of people figured it would flop and take some of the brand’s credibility with it, but It didn’t. Three generations later, the Countryman is still here, now sold with either a combustion engine or a fully electric powertrain.

I’ve long been curious about what the Countryman is like to drive and live with, so when I was asked to test the flagship all-electric SE ALL4, I jumped at the opportunity. In a world where most new crossovers and SUVs are increasingly similar, the Countryman represents something different.

Read: Mini Countryman Embraces Value For 2027

The fun is still in there, the quality that made old Minis worth driving even when they made no rational sense. Few offerings on the market bottle it the way Mini does. None of which means the Countryman gets a free pass, because it asks you to live with a few compromises in exchange.

QUICK FACTS

Photos Brad Anderson/Carscoops

Four different versions of the Countryman are available in Australia. The base model is known as the Countryman C, fitted with a 1.5-liter turbocharged four-cylinder and priced from AU$56,700 ($39,700). Those seeking emissions-free driving can alternatively order the Countryman in E configuration, with a single motor EV starting at AU$75,526 ($52,900). The next most expensive model is the JCW Countryman ALL4 with a 2.0-liter turbo and priced from AU$78,652 ($55,100).

We didn’t test either of these models and instead spent time behind the wheel of the flagship Countryman SE ALL4, a dual-motor electric model starting from AU$80,737 ($56,600), and priced at AU$83,862 ($60,600) in the Favored trim like our tester. While it’s not quite fitting of a John Cooper Works badge, the SE ALL4 still offers plenty of performance.

Powering the model is a 64.6 kWh battery pack and a pair of electric motors, combining to produce 230 kW (308 hp) and 494 Nm (365 lb-ft) of torque. Mini says that’s enough to reach 100 km/h (62 mph) in 5.6 seconds, while boasting a claimed driving range of 432 km (268 miles).

A Fun-Filled Cabin

Photos Brad Anderson/Carscoops

Regardless of how much money you have or what segment of the industry you’re looking to buy a new car in, you’ll be hard-pressed to find one with a cabin that stands out. The Countryman and other current Mini models are different.

Whereas most other car manufacturers have completely disregarded their histories of interior design, Mini hasn’t. Instead, it’s managed to assemble a cabin that not only feels premium but, more importantly, has a sense of theater and fun to it that few others can match.

The star of the show is the circular OLED infotainment display in the center of the dashboard, just like Mini models of old – albeit now fully digitized. The screen is beautifully crisp with excellent color reproduction, but even more importantly, it has interactive software that’s simply joyful to use.

Photos Brad Anderson/Carscoops

Toggle between the different drive modes, or ‘Experience Modes’ as Mini calls them, and the display’s colors will change, and unique graphics will play. All of the climate control settings are housed on the screen, but they’re easy enough to use on the move and include shortcut buttons for the temperature, heated seats, and heated steering wheel. Wireless Apple CarPlay and Android Auto are also featured, although they only occupy a large box in the center of the screen.

The playful cabin elements continue across the dashboard, which is adorned with an interesting blue fabric and vertical air vents. Perhaps my favorite feature is the tactile toggles below the screen, including one to turn the vehicle on or off, which mimic the look and feel of turning a key and serve as a modern interpretation of the toggles used by the previous generation of Mini cars.

Other interesting aspects of the interior include the taught piece of fabric serving as the bottom spoke on the steering wheel, vertical door handles, and an intriguing cubby behind the cup holders. Multi-colored blue and orange fabric on the door cards added to the playfulness of the cabin.

As mentioned, our tester was the Favoured spec, which included a panoramic glass roof, an interior camera, a massaging driver’s seat, and a 12-speaker Harmon Kardon audio system. One particularly fascinating feature is the ambient lighting. Unlike most other cars that use simply LED strips, the Countryman uses tiny projectors in the door panels and behind the central screen to display different patterns, further adding to the sense of occasion.

Overall comfort in the Countryman SE ALL4 is good, with the seats offering plenty of support, even though they are on the firmer side. However, given that the Countryman is considered a small SUV, it is no surprise that head and legroom in the second row are limited for occupants over 6 feet tall. For shorter folk, it’s just fine. Cargo capacity in the rear is a solid 460 liters (16.2 cubic feet).

It Looks Tame But Is Packing A Punch

While the Countryman SE ALL4 may not have a JCW badge, it is quicker than some other Mini John Cooper Works models. The power, combined with a surprising amount of poise, makes this SUV very enjoyable to drive, even though it is all-electric.

Mini says the model can reach 100 km/h (62 mph) in 5.6 seconds. Using our Dragy GPS timer, we weren’t just able to easily match that time, but on multiple runs, hit 100 km/h in just 5.3 seconds. What’s particularly impressive is that the Countryman accelerates so effortlessly that it doesn’t necessarily feel as quick as it is, so passengers shouldn’t worry about feeling sick whenever the driver mashes the throttle.

Rolling acceleration is also strong. Running from 60-120 km/h (37-75 mph) took 4.79 seconds during our testing, which is just a couple of tenths behind some smaller and lighter hot hatches. For overtaking duties, the electric Countryman offers up more than enough grunt.

Photos Brad Anderson/Carscoops

As you’d expect from an EV, the Countryman SE ALL4 is equipped with a configurable regenerative braking system. Annoyingly, adjustments are buried deep within the infotainment screen, and after tweaking with them once, I quickly forgot how to change the settings. On the plus side, drivers can simply switch in B mode with the gear selection toggle, engaging one-pedal driving mode.

I spent most of the week in one-pedal mode and averaged 17.2 kWh/100 km. That’s respectable, given the Countryman isn’t the slipperiest SUV on the market and given the power on offer. However, because the battery pack is smaller than most competitors’, owners will struggle to get 400 km (248 miles) from a charge in the real world. That’s fine if you can charge at home, but if you can’t, you’ll be making at least weekly trips to the nearest charging station.

Charging speeds are also sub-par. The Countryman SE ALL4 supports peak DC charging speeds of just 130 kW, meaning it takes 29 minutes to top up the battery from 10-80 percent.

On poorly paved roads, the Countryman does bounce around a bit and is a touch firmer than we’d like, but that’s not unusual for electric SUVs. On the flip side, the suspension setup, paired with the Pirelli P Zero tires, gives the Mini tremendous grip, and it’s a hoot to drive along a mountain road.

The experience can be ramped up in ‘Go Kart Mode,’ which is the sportiest of the available driving modes. In addition, it sharpens throttle response, adds some heft to the steering, triggers a spaceship-inspired soundscape to envelop the cabin, and displays live power and torque outputs.

The Countryman’s overall lighthearted nature helps it stand out from the competition, even though it’s objectively behind some rivals on the technology front. In terms of safety, it has all the features you’d expect, including autonomous emergency braking and active cruise control with lane-centering. It also has a self-parking feature that works astonishingly well, particularly when parallel parking.

Verdict

Photos Brad Anderson/Carscoops

There’s no denying that the Mini Countryman SE ALL4 is fun. However, the limited driving range and slow charging speeds are major hurdles that prospective buyers will need to weigh before placing an order. As with Mini models of yesteryear, the electric Countryman remains a niche product and isn’t the type of SUV you buy if you’re simply after practicality.

For me, the Countryman’s cabin is the highlight and should definitely help it appeal to a younger demographic, perfectly meshing modern technologies and conveniences with the classic tactility that’s sadly missing from most other new cars. If you buy the Countryman, you’ll be doing it with your heart, not your head.

Photos Brad Anderson/Carscoops

Rivian and Lucid both spent years bleeding cash on the road to profitability. Slate Auto doesn’t expect to walk the same path. The startup believes it can reach positive free cash flow and earnings before taxes, depreciation, and amortization by 2027, all while building a vehicle that stickers below $25,000. Slate counts Amazon founder Jeff Bezos and Los Angeles Dodgers controlling owner Mark Walter among its backers, and it says every vehicle it builds should land gross-margin positive.

Half A Factory Pays The Bills

The company pegs its break-even point at roughly 80,000 vehicles a year, a little more than half the 150,000-unit annual capacity of its coming factory in Warsaw, Indiana. Not only does its electric pickup undercut other EVs sold in the US, but it also costs far less to build than the competition, thanks to a back-to-basics philosophy and low-cost parts, including plastic body panels.

Read: Slate’s EV Pickup Is So Cheap It’ll Make You Wrap It At Home

Slate Auto credits “a different cost structure and a different business model than other automakers have,” pointing to the truck’s simplified design, its manufacturing process, and its approach to customization.

Speaking to CNBC, chief executive Peter Faricy conceded that going gross-margin positive by 2027 is “an ambitious goal,” but said it’s exactly what the company is chasing. “No other automotive company has been able to do that before. So it’s ambitious. It’s going to take a lot of work. Nothing’s guaranteed in life, but you have to have ambitious goals if you want to achieve big things,” he said.

Earlier this week, it was confirmed that the all-electric pickup will start at $24,950 before taxes, fees, and destination charges. While this is more than the initial sub-$20,000 price tag promised by Slate, that was before the Trump administration axed the $7,500 federal EV tax credit. Two SUV versions round out the lineup, the Squareback from $29,950 and the Fastback from $31,950.

Will Cheap Prices Equal Strong Demand?

Chris Barman, Slate’s president of vehicles, expects the SUVs to make up about 60 percent of sales. Reservations have already passed 180,000, and reserving one now takes a $300 nonrefundable deposit, up from the refundable $50 fee Slate charged at the start.

Every version shares the same powertrain: a battery pack good for 205 miles (330 km) of range and a rear-mounted electric motor with 181 hp and 195 lb-ft (264 Nm) of torque. Each one leaves the line looking identical, and buyers sort out the differences afterward through dozens of upgrades and accessories.

Wrap It Yourself

The launch catalog runs past 175 accessories, more than 80 of them under $500. Slate will also sell over 100 standard vinyl wrap colors from $499.99 to $1,599.99, leaning on wrap-ready composite body panels rather than paint and sparing itself the expense of a paint shop entirely. The catch is that the wrapping is on you, since Slate hands over the materials and leaves the labor at your door.

An IPO, Eventually

The startup has pulled in more than $1.3 billion across three funding rounds, starting with one led by a Bezos-affiliated investment and followed by two more under Walter’s TWG Global. Faricy said an IPO is still on the table, though he thinks “2027 is probably too soon,” since Slate wants production launched and the business scaled before it tests the public markets

Although the Tesla Cybertruck has failed to sell in the numbers originally touted by Elon Musk, it has carved out a niche and created plenty of enthusiast owners, many of whom have started modifying their trucks. For those really wanting to make a statement, Unplugged Performance has the answer.

Read: Unplugged’s $18K Cybertruck Package Adds What Tesla Left Out

The Californian firm, which has established itself as America’s pre-eminent Tesla tuner, already offers dozens of accessories and upgrades for the Cybertruck. It has now launched a new forged 24-inch wheel package for the electric pickup, which looks a heck of a lot more premium than the Cybertruck’s original wheels and cheap plastic aero covers.

These wheels, known as the Cybrdisc, are each 9.5 inches wide and are forged from 6061-T6 aluminum. The retrofuturistic full-disc face takes its cues from 1970s wedge cars and the vinyl-record look of the disco era, with stacked concentric circles flowing into a polished surface.

Each wheel has a remarkable load rating of 3,196 lbs (1,450 kg), which should be more than enough to deal with the driving demands of a typical Cybertruck owner. In addition, the disc-style face of the wheels helps smooth airflow along the sides of the Tesla compared to traditional multi-spoke wheels.

UP’s Cybrdisc wheels are offered in Gloss Black with a machined silver logo and polished edges, Satin Black, and a Full Polished finish. They can be wrapped in either 295/45 tires or 315/45 rubber for owners wanting to maximize the on-road and off-road presence of their EV.

There’s no word on how much each of these wheels weighs, but they certainly can’t be light. They also aren’t cheap. In fact, a set of four of these 24-inch wheels starts at $7,195 for the Gloss Black and Satin Black options, or $7,995 for the Full Polished finish. For those on a slightly tighter budget, UP does let shoppers trade in their OEM wheels for a $1,000 rebate.

Photos Unplugged Performance

In late 2023, Lexus pulled the wraps off its innovative LF-ZC concept, a high-riding sedan riding on a new electric platform, with a launch planned for this year and the BMW i3 in its sights. The timeline slipped to mid-2027 before Lexus killed the program outright last month, ending a project that never made it past the concept stage.

Scrapping the LF-ZC doesn’t mean Lexus is walking away from electric cars. As we recently reported, much of the engineering created for the concept survives and heads to production anyway. That includes the gigacasted modular structure, which splits the body into separate front, center, and rear sections that bolt together as one.

Read: The 2027 Lexus TZ Borrows The Highlander’s Bones And The LFA’s V10 Voice

In addition, the electrical and electronic platform used for new advanced driver-assistance systems will reach production, as will the concept’s prismatic battery cells. We may not have to wait long to see them reach the road.

Toyota vice president and chief technology officer Hiroki Nakajima says Lexus has already settled on a “successor vehicle” to take the place the canceled LF-ZC left open, which means the replacement was decided before the original was even cold.

Some Of The Hard Work Is Already Done

“We did indeed discontinue development,” he told Nikkei CrossTech. “It was at a point where we needed to make significant investments, such as arranging molds and mass production equipment for the LF-ZC. However, many new technologies cultivated during the development of the LF-ZC, such as Gigacast, a new electrical and electronic platform for advanced driver-assistance systems (ADAS), and miniaturization and weight reduction, have already been completed. We will develop a successor vehicle that utilizes these new technologies.”

Nakajima-san went on to reveal that Lexus approved a “successor” to the LF-ZC on the same day it canceled development of that model, agreeing to repurpose the LF-ZC’s technologies for this new model.

We don’t yet know what form this new EV will take. The safe money points to an electric crossover or SUV, on the logic that either would move more metal than another sedan. The new BMW iX3 and Mercedes-Benz GLA EQ just hit the market, and it’s possible Lexus may fancy its chances in developing a competitor to them.

Zeekr, the upmarket arm of the Geely Group, genuinely believes its cars stand shoulder to shoulder with the best from Germany’s premium brands. The man running Zeekr in Europe staked that claim in a recent interview, even though the company’s European operations have been up and running for barely six month,

That executive is Lothar Schupet, who logged 23 years at BMW before crossing over. Under him, Zeekr has rolled out a handful of models on European roads: the entry-level Zeekr X, the larger 7X SUV, the 001 estate, and the new 7GT. The brand is courting fleet buyers ahead of private ones for the moment, mostly because it currently has no dealership network anywhere in the region yet.

“I am firmly convinced that our products impress with quality and performance,” Schupet told Car-Editors. “In my opinion, we are on par with all premium manufacturers. That’s the basic premise.”

Read: Zeekr’s New SUV Looks Like A Rolls, Hits Like A Hypercar, And Still Burns Gas

Based on our experience with the Zeekr 7X earlier this year, we can understand Schupet’s confidence. Jacked-packed with technology, the 7X feels every bit as premium as something from BMW or Audi, and yet costs significantly less.

Dealerships Are Coming

During the same interview, Schupet added that Zeekr’s initial goal in Europe was to reach as many business customers as possible, particularly those who had used vehicles from other premium brands in their fleets. As this has happened, interest from private customers has steadily grown. Although Zeekr doesn’t have a dealership network, it has established several test-drive centers and has begun accepting “a few hundred” orders from private buyers.

Zeekr hopes to have sales locations across five metropolitan areas in Germany by the end of this year, including Hamburg, Düsseldorf/Cologne, Frankfurt, Stuttgart, Munich, and perhaps also Berlin. These will join the 10 existing test-drive centers across the country.

Asked which existing dealers Zeekr hopes to bring into its network, Schupet said they’re aiming directly at the premium segment.

“Of course, we are specifically targeting dealers in the premium segment. These include the traditional German brands BMW, Audi, and Mercedes. But also Jaguar and Maserati dealerships that may currently have spare capacity and are open to something new. As a Geely Group brand, we are naturally also looking at Volvo and Polestar dealerships too,” he said.

No European Production, For Now

Asked if Zeekr is interested in building its electric cars in Europe, Schupet acknowledged it’s an option, but said there’s no need to do so at this stage.

“Strategically, there is the option of producing locally,” he said. “This has certain advantages, but also carries risks. The speed, flexibility, and agility with which things are done in China are not easy to implement in Europe. Bureaucracy also hinders many decision-making processes. While the punitive tariffs make it challenging to implement a sustainable business model with manufacturing in China… we have now found a business case that works.”

Could Ford’s new Universal EV platform spell the end of the Mustang Mach-E? Recent comments from the automaker suggest it’s a real possibility, even if the company isn’t prepared to commit one way or the other right now.

With the F-150 Lightning gone, the Mustang Mach-E stands as the only EV Ford still sells in the United States. The current car will hang around through at least 2027, and a report from last year indicated the model might not see any meaningful upgrades until sometime after 2030. However, even this does not seem guaranteed.

Read: Ford’s $30K Electric Truck Looks So Tiny It Makes A Maverick Seem Grown Up

As part of a campaign to promote the new Universal EV platform, Ford answered a series of questions from its fans. One of them got straight to the point and asked whether the new architecture would underpin a future Mustang Mach-E. The answer was clear.

“No, it will not be used for the Mustang Mach-E,” Ford responded. “This platform was built from a clean sheet to maximize vehicle efficiency.”

First-Gen Wasn’t Good Enough

As noted by Ford Authority, Ford boss Jim Farley has said the car manufacturer went about creating its first generation of EVs, including the Mustang Mach-E, in the “wrong way.” The new Universal EV platform will first be used by a compact pickup truck, recently spied up close in the United States. The platform will then be used by several other Ford models.

Had Ford been committed to keeping the Mustang Mach-E for a long time and building it through to a second generation, using this new platform would have been an obvious choice. Now, if it decides to keep selling the Mach-E until 2030, or well beyond that date, it could quickly start to feel outdated compared to Ford’s second-generation EVs. What’s more, it’s reported that the Ford Escape will be revived in all-electric form towards the end of the decade using the UEV architecture, likely further limiting the appeal of the Mach-E.

Global demand for electric and plug-in hybrid vehicles is still growing, but only just. A surge in Europe is barely covering for weakness almost everywhere else, China included. North America is the glaring weak spot, with buyers there pulling back hard, and a 0.9 percent year-to-date gain worldwide shows how little cushion the rest of the market has left.

Analysts at Benchmark Mineral Intelligence report roughly 1.8 million EVs and PHEVs sold worldwide in May 2026. That’s 7 percent more than April, and 3 percent more than the same month last year. Stack up the year so far and the total reaches about 7.5 million units, just 0.9 percent ahead of where 2025 stood at this point.

Benchmark Mineral Intelligence Data Manager Charles Lester said regional performance remains highly uneven, with policy changes and local market conditions continuing to shape demand.

Read: Global EV And PHEV Sales Rise, But North America Lost Over A Quarter Of Its Buyers

Europe has been key to this growth. Sales there are up 23 percent year-over-year and hit around 420,000 in May, while total year-to-date sales sit at approximately 2 million, a 26 percent rise compared to January-May 2025. Benchmark credits EV incentive programs and higher fuel prices for keeping demand up.

Much of that lift traces back to Chinese-built EVs. They made up 19 percent of European EV sales in 2025, and the share has kept climbing through 2026 despite EU tariffs. In the UK, Chinese-made EVs and PHEVs account for roughly 32 percent of sales. Germany sits at 14 percent, a strong showing given how firmly local buyers stick with homegrown brands. France, by comparison, sits at 10 percent.

EV And PHEV Global Sales

Source: Benchmark Mineral Intelligence

Around the rest of the world, excluding China and North America, sales have also increased roughly 80 percent year-over-year to around 250,000 units. Year-to-date EV and PHEV sales have also shot up 89 percent to 1.1 million.

China Is Down

Things aren’t so rosy in China. While it is still the largest single market for new EV and PHEV sales, year-over-year sales are down 9 percent, to approximately 990,000 units in May. Similarly, year-to-date sales dropped 15 percent to 3.9 million against the same stretch last year. The good news is that May’s figures were up 11 percent from April, so it seems China is starting to recover.

Even with softer demand at home, Chinese NEV exports hit a record of nearly 450,000 units in May, with BYD, Chery, and Geely leading the push. Benchmark also notes battery demand has held up better than vehicle sales, as buyers increasingly move toward larger EVs with bigger packs.

Then there’s North America. Between the axing of the US federal EV tax credit last year and the resulting retreat by many legacy brands away from EVs, demand stays weak. Roughly 120,000 applicable vehicles were sold across the region in May, down 26 percent year-over-year. Through the first five months of 2026, sales were down 25 percent to 580,000. The analysis does not break down overall North American sales by country.

In an era when it seems almost inevitable that any new car will cost more than the one it replaces, Subaru has once again bucked the trend by remaining firm on the pricing of the all-electric Solterra.

After several significant updates for 2026, the 2027 Subaru Solterra carries over largely untouched. Every version still runs a 74.7 kWh lithium-ion battery good for up to 288 miles (463 km) of range. Dual motors and all-wheel drive are standard across the board, but the cheaper Premium and Limited cars are held to 233 hp, while the Limited XT and Touring XT make 338 hp.

Also: Subaru Trailseeker Becomes A Thrillseeker In Our 0-60 Test

That more powerful version recently lost a title it held only briefly. It was the quickest production Subaru on sale at 4.9 seconds to 60 mph (96 km/h) until the new Trailseeker showed up and did the job in 4.4.

The base Solterra Premium opens at $38,495, unchanged from before, though it skips the five-year trial of SubaruConnect Safety and Remote services that the pricier trims include. Standard equipment runs to 18-inch wheels, heated front seats, a leather-wrapped steering wheel, dual-zone climate control, ambient lighting, and a 14-inch infotainment display. Black StarTex water-resistant upholstery is fitted as standard.

Prices for the Limited and Limited XT are $41,395 and $42,895, respectively, both offering the same features except that the XT uses the 338-hp dual-motor powertrain. Added features over the Premium include a heated steering wheel, heated rear seats, and a Harman Kardon audio system. A key change made for 2027 is that all models painted in Elemental Red Pearl are paired exclusively with Gray StarTex upholstery, while Midnight Tide Mica versions have Black StarTex upholstery.

Read: Subaru’s 2026 Solterra Got 25% More Range And No One Raised The Price

The Touring XT stays at the top of the range, now starting at $45,855. That’s $300 more than last year, but only because black and blue leather is now standard. Order a 2026 model with the then-optional leather, and you paid the same money.

2027 Subaru Solterra US Pricing

Chinese buyers now have a special version of the popular GAC-Toyota bZ3X at their disposal, and it’s yet another model that the US sadly misses out on. Known as the Knight Edition, it may have a name that leaves a little to be desired, but it offers a stealthy appeal and remains remarkably affordable.

The differences between the Knight Edition and the standard bZ3X aren’t all that significant, but it could suit those who like their cars to be blacked out. In addition to sporting a black paint scheme, the Knight Edition features black badges at the front and rear and sits on a set of unique 18-inch wheels with black-and-silver aero covers.

Read: Toyota’s Cheapest EV Ever Costs $15,000, Gets 10,000 Orders In 60 Minutes

Two versions will be offered – the standard 520 Pro Knight Edition and the 520 Pro Lidar Knight Edition, with the latter obviously adding an advanced Lidar sensor above the windshield. Other key features of the bZ3X Knight Edition include an 11-speaker Yamaha audio system, heated, ventilated, and massaging front seats, and small tables that fold down from the backs of the front seats, just like in a commercial airliner.

A Small Battery, But Decent Range

No alterations have been made to the powertrain. As such, both 520 Pro models use the standard SUV’s 58 kWh battery pack and front-mounted electric motor, giving the GAC-Toyota model 201 hp and a driving range of up to 232 miles (520 km).

Interestingly, non-Knight Edition versions of the bZ3X can be configured with more power and more range in 610 Max guise. This version has a larger 68-kWh battery and an electric motor producing 221 hp, and it boasts a 379-mile (610 km) range.

The compact SUV stretches 4,600 mm (181.1 inches) long, 1,875 mm (73.8 inches) wide, and 1,645 mm (64.7 inches) tall, on a 2,765 mm (108.8-inch) wheelbase. Length and width line up with the RAV4, though it rides a couple inches lower. The wheelbase is where it pulls ahead, nearly three inches longer than the Toyota’s, which means more room for the people inside. At 1,835 kg (4,045 lbs), it weighs about what you’d expect from an electric crossover this size.

Local prices for the 520 Pro Knight Edition start at 114,800 yuan ($16,900), while the Lidar-equipped version runs 134,800 yuan ($19,900). By American standards both numbers look almost made up. The base car undercuts the bZ ($34,900) by more than half and lands roughly $15,000 under an ICE RAV4 ($31,900 before delivery). Even the pricier Lidar model comes in well below either one. Nothing sold in the U.S. gets even close.

While some of the Hyundai EVs sold in Western markets are striking, none of them go as far out as the Ioniq V the brand pulled the covers off in China earlier this year. With its wedge-shaped styling, the Ioniq V is a high-riding electric sedan that, according to newly surfaced data, can cover up to 404 miles (650 km) on a charge.

When Hyundai first showed the Ioniq V in April, it kept the powertrain details almost entirely under wraps. Fresh numbers from China’s Ministry of Industry and Information Technology (MIIT) have now confirmed it will be offered with 53.5 kWh and 66.8 kWh LFP battery packs, both of which are fairly modest for a car of this footprint.

Read: Call It The Temurario, Hyundai’s Production Ioniq V Mixes Lambo And Cybertruck For Less

The entry-level model pairs the 53.5 kWh pack with a single electric motor making 188 hp. On China’s notoriously optimistic CLTC cycle, it’s rated for 323 to 336 miles (520 to 540 km) per charge, though real-world driving will likely land nearer 250 miles (400 km). Depending on spec, the base car weighs between 3,763 lbs (1,707 kg) and 3,829 lbs (1,737 kg).

Buyers planning to point their spaceship-like Hyundai at longer road trips can step up to the 66.8 kWh pack, which comes bundled with a punchier 225-hp motor. This version claims 385 to 404 miles (620 to 650 km) and tips the scales at as much as 3,985 lbs (1,808 kg) depending on the configuration. Expect the achievable figure to sit closer to 311 miles (500 km) once you factor in real-world conditions.

More surprising is that the MIIT filing points to an extended-range version of the Ioniq V as well, though Hyundai hasn’t spilled any details on it yet. There’s also no official word on charging speeds, but the car runs an 800-volt architecture, which in Ioniq models sold elsewhere typically supports rates around 250 kW.

Pricing hasn’t been announced but should follow shortly, with customer deliveries set to begin later this year. Hyundai hasn’t said whether the Ioniq V will venture beyond China, but there’s a decent chance it eventually lands in markets like Australia.

After launching its first electric and plug-in hybrid passenger cars in the UK just three years ago, Chinese carmaking giant BYD has delivered its 100,000th vehicle locally, capturing a 5 percent share of the total new car market. A climb that steep explains a lot about why the US is working so hard to keep Chinese brands out.

The Atto 3 was the first BYD to reach the UK, arriving in March 2023. The range has ballooned since then to six EVs and six plug-in hybrids. The electric side covers the small Dolphin Surf and the larger Dolphin, plus the Atto 2, Atto 3 Evo, Seal, and the very good Sealion 7.

Read: Britain’s Biggest EV Brand Isn’t Tesla, BMW Or Volkswagen

Those not yet willing to go all-in on an EV can choose among PHEV models like the all-new Dolphin G DM-i, Atto 2 DM-i, Seal 6 DM-i, and soon, the BYD Ti7 DM-p. This latest model, revealed last month, is the first seven-seat SUV that BYD will sell in the UK. In China, it’s sold through BYD’s Fangchengbao brand. A 1.5-liter turbo engine, two electric motors, a 35.6 kWh LFP battery, and more than 600 hp let it hit 62 mph (100 km/h) in 4.8 seconds, with an all-electric driving range of 79 miles (127 km).

Sales Surge

Demand for BYD models has been strong ever since the brand launched in the UK, and it keeps building momentum. Through the first four months of this year, it sold 26,396 vehicles, a striking 124 percent jump from the same period last year. Across January through April, it captured 7 percent of the EV market and 9.5 percent of the combined EV and PHEV segment.

To put these latest sales figures into perspective, BYD sold only 10,000 vehicles in the UK over the first 19 months, and as of late April 2025, it had just surpassed the 20,000-unit mark.

No doubt helping to bolster interest in the vehicle’s models is the local roll-out of its Flash Charging technology. The first of 300 planned stations across the country was recently constructed, providing charging speeds of up to 1,500 kW.

The stylish, sporty European SUV is a crowded room, and standing out in it takes more than a badge. Maserati thinks a round of updates to the Grecale is enough to pull buyers away from the German establishment, and for 2027 the lineup gets sharper.

Four distinct versions of the Grecale arrive for 2027. The three petrol models all run the company’s 3.0-liter twin-turbocharged Nettuno V6, each in a different state of tune. The entry point is the Grecale V6, making 385 hp at 6,500 rpm and 369 lb-ft (500 Nm) of torque from 2,000 to 4,000 rpm. That’s enough for a 0-60 mph (96 km/h) run of 5 seconds and a top speed of 160 mph (260 km/h).

Read: Maserati Dealers Are Knocking $20,000 Off The Grecale EV, And It Still Seems Overpriced

Sitting above this version is the Grecale Modena V6. It has all of the same specifications and performance numbers, but has been designed to be slightly more dynamic. No doubt the most exciting model in the range is the Grecale Trofeo, delivering 523 hp at 6,500 rpm and 457 lb-ft (620 Nm). It can reach 60 mph in 3.6 seconds and accelerate through to 177 mph (285 km/h). All V6-powered models use an eight-speed automatic transmission.

Electric Power For The Eco-Conscious

The all-electric Maserati Grecale Folgore is sticking around for 2027. It uses a 105 kWh battery pack and a 400-volt electric architecture, alongside a pair of electric motors. It’s rated at 542 hp and 604 lb-ft (819 Nm), can hit 60 mph (96 km/h) in 4 seconds, and has a 137 mph (220 km/h) top speed.

Maserati says the new Grecale takes design inspiration from the potent MCPURA supercar, sporting an all-new front bumper that looks especially purposeful in the Trofeo variant, thanks to a tweaked grille. Like before, the Folgore looks a little different, sporting a redesigned nose with an active front grille that can open or close depending on the thermal load.

Changes have also been made inside. For example, there’s a new multi-function steering wheel offered in leather and Alcantara configurations. Maserati has also updated its digital clock, using real metal and a glass bezel, making it look that much fancier.

Other important features of the Grecale include an available air suspension system on the Grecale V6 and Modena V6, providing five different ride heights depending on the driving mode. Maserati has also added a new driver- and drowsiness-detection system, removed many interior buttons, and launched two ADAS systems.

The Maserati GranTurismo and GranCabrio are already among the most evocative GT cars on the market, and for 2027, they’ve become even more compelling. With updated designs and tweaked variants, they promise more performance, and Maserati will be hopeful that they will help their sales rebound.

Visually, the differences between the new GranTurismo and GrabCabrio, compared to the old models, are obvious. The alterations start at the front, with refined panels and new bumpers across the range, which now consists of three variants.

Read: Maserati Is Facelifting The Cars No One Bought, Hoping Someone Finally Does

Arguably, the most dramatic of these variants are the Trofeo models, each fitted with more aggressive front and rear bumpers, bespoke Pegaso forged wheels, and more exposed carbon fiber parts. Not only does the front bumper look dramatic, but it also improves cooling and aerodynamics.

Maserati has also fitted the GranTurismo and GranCabrio with new headlights and taillights, as well as a new grille. Perhaps somewhat surprisingly, the all-electric Folgore models are sticking around for 2027, rocking their own unique bumpers, wheels, copper badges, and illuminated side air intakes.

Power Boosts To Match

2027 Maserati GranCabrio

Base versions continue to use Maserati’s 3.0-liter twin-turbo Nettuno V6 from the MC20, now delivering 483 hp and 442 lb-ft (600 Nm) of torque, good enough for a 186 mph (300 km/h) top speed in the GranCabrio and 188 mph (302 km/h) in the. Those seeking more power can opt for the Trofeo, which rocks an upgraded version of the same engine, delivering 582 hp and 457 lb-ft (620 Nm) of torque, boosting the top speed to 196 mph (316 km/h) in the GranCabrio and 199 mph (320 km/h) in the GranTurismo.

As for the Folgore versions, they continue to sport three electric motors and churn out 751 hp and 995 lb-ft (1,349 Nm) of torque, working alongside a 92.5 kWh battery pack. The EV’s top speed sits at 180 mph (290 km/h) in the droptop and 202 mph (325 km/h) in the hardtop.

Those looking to take their new Maserati on a long road trip would probably be wise to opt for one of the ICE versions, as the range of the Folgore models is capped at up to 249 miles (401 km). Admittedly, this is roughly 20 miles (32 km) more than the previous version.

Shoppers will be able to choose among seven additional exterior colors for the 2027 model year, including Green Jupiter Matte, Blu Denim, Bronze Lucido or Matte, Grigio Mistero, Rosso Velluto, and Oro Lirico. Some minor tweaks have been made inside the cabin, including the fitment of a new racing-inspired flat-bottom and flat-top steering wheel, and an updated digital clock. The graphics used across the three screens have also been updated.

2027 Maserati GranTurismo

Global demand for electric and plug-in hybrid vehicles is still growing, but only just. A surge in Europe is barely covering for weakness almost everywhere else, China included. North America is the glaring weak spot, with buyers there pulling back hard, and a 0.9 percent year-to-date gain worldwide shows how little cushion the rest of the market has left.

Analysts at Benchmark Mineral Intelligence report roughly 1.8 million EVs and PHEVs sold worldwide in May 2026. That’s 7 percent more than April, and 3 percent more than the same month last year. Stack up the year so far and the total reaches about 7.5 million units, just 0.9 percent ahead of where 2025 stood at this point.

Benchmark Mineral Intelligence Data Manager Charles Lester said regional performance remains highly uneven, with policy changes and local market conditions continuing to shape demand.

Read: Global EV And PHEV Sales Rise, But North America Lost Over A Quarter Of Its Buyers

Europe has been key to this growth. Sales there are up 23 percent year-over-year and hit around 420,000 in May, while total year-to-date sales sit at approximately 2 million, a 26 percent rise compared to January-May 2025. Benchmark credits EV incentive programs and higher fuel prices for keeping demand up.

Much of that lift traces back to Chinese-built EVs. They made up 19 percent of European EV sales in 2025, and the share has kept climbing through 2026 despite EU tariffs. In the UK, Chinese-made EVs and PHEVs account for roughly 32 percent of sales. Germany sits at 14 percent, a strong showing given how firmly local buyers stick with homegrown brands. France, by comparison, sits at 10 percent.

EV And PHEV Global Sales

Source: Benchmark Mineral Intelligence

Around the rest of the world, excluding China and North America, sales have also increased roughly 80 percent year-over-year to around 250,000 units. Year-to-date EV and PHEV sales have also shot up 89 percent to 1.1 million.

China Is Down

Things aren’t so rosy in China. While it is still the largest single market for new EV and PHEV sales, year-over-year sales are down 9 percent, to approximately 990,000 units in May. Similarly, year-to-date sales dropped 15 percent to 3.9 million against the same stretch last year. The good news is that May’s figures were up 11 percent from April, so it seems China is starting to recover.

Even with softer demand at home, Chinese NEV exports hit a record of nearly 450,000 units in May, with BYD, Chery, and Geely leading the push. Benchmark also notes battery demand has held up better than vehicle sales, as buyers increasingly move toward larger EVs with bigger packs.

Then there’s North America. Between the axing of the US federal EV tax credit last year and the resulting retreat by many legacy brands away from EVs, demand stays weak. Roughly 120,000 applicable vehicles were sold across the region in May, down 26 percent year-over-year. Through the first five months of 2026, sales were down 25 percent to 580,000. The analysis does not break down overall North American sales by country.

In an era when it seems almost inevitable that any new car will cost more than the one it replaces, Subaru has once again bucked the trend by remaining firm on the pricing of the all-electric Solterra.

After several significant updates for 2026, the 2027 Subaru Solterra carries over largely untouched. Every version still runs a 74.7 kWh lithium-ion battery good for up to 288 miles (463 km) of range. Dual motors and all-wheel drive are standard across the board, but the cheaper Premium and Limited cars are held to 233 hp, while the Limited XT and Touring XT make 338 hp.

Also: Subaru Trailseeker Becomes A Thrillseeker In Our 0-60 Test

That more powerful version recently lost a title it held only briefly. It was the quickest production Subaru on sale at 4.9 seconds to 60 mph (96 km/h) until the new Trailseeker showed up and did the job in 4.4.

The base Solterra Premium opens at $38,495, unchanged from before, though it skips the five-year trial of SubaruConnect Safety and Remote services that the pricier trims include. Standard equipment runs to 18-inch wheels, heated front seats, a leather-wrapped steering wheel, dual-zone climate control, ambient lighting, and a 14-inch infotainment display. Black StarTex water-resistant upholstery is fitted as standard.

Prices for the Limited and Limited XT are $41,395 and $42,895, respectively, both offering the same features except that the XT uses the 338-hp dual-motor powertrain. Added features over the Premium include a heated steering wheel, heated rear seats, and a Harman Kardon audio system. A key change made for 2027 is that all models painted in Elemental Red Pearl are paired exclusively with Gray StarTex upholstery, while Midnight Tide Mica versions have Black StarTex upholstery.

Read: Subaru’s 2026 Solterra Got 25% More Range And No One Raised The Price

The Touring XT stays at the top of the range, now starting at $45,855. That’s $300 more than last year, but only because black and blue leather is now standard. Order a 2026 model with the then-optional leather, and you paid the same money.

2027 Subaru Solterra US Pricing

Chinese buyers now have a special version of the popular GAC-Toyota bZ3X at their disposal, and it’s yet another model that the US sadly misses out on. Known as the Knight Edition, it may have a name that leaves a little to be desired, but it offers a stealthy appeal and remains remarkably affordable.

The differences between the Knight Edition and the standard bZ3X aren’t all that significant, but it could suit those who like their cars to be blacked out. In addition to sporting a black paint scheme, the Knight Edition features black badges at the front and rear and sits on a set of unique 18-inch wheels with black-and-silver aero covers.

Read: Toyota’s Cheapest EV Ever Costs $15,000, Gets 10,000 Orders In 60 Minutes

Two versions will be offered – the standard 520 Pro Knight Edition and the 520 Pro Lidar Knight Edition, with the latter obviously adding an advanced Lidar sensor above the windshield. Other key features of the bZ3X Knight Edition include an 11-speaker Yamaha audio system, heated, ventilated, and massaging front seats, and small tables that fold down from the backs of the front seats, just like in a commercial airliner.

A Small Battery, But Decent Range

No alterations have been made to the powertrain. As such, both 520 Pro models use the standard SUV’s 58 kWh battery pack and front-mounted electric motor, giving the GAC-Toyota model 201 hp and a driving range of up to 232 miles (520 km).

Interestingly, non-Knight Edition versions of the bZ3X can be configured with more power and more range in 610 Max guise. This version has a larger 68-kWh battery and an electric motor producing 221 hp, and it boasts a 379-mile (610 km) range.

The compact SUV stretches 4,600 mm (181.1 inches) long, 1,875 mm (73.8 inches) wide, and 1,645 mm (64.7 inches) tall, on a 2,765 mm (108.8-inch) wheelbase. Length and width line up with the RAV4, though it rides a couple inches lower. The wheelbase is where it pulls ahead, nearly three inches longer than the Toyota’s, which means more room for the people inside. At 1,835 kg (4,045 lbs), it weighs about what you’d expect from an electric crossover this size.

Local prices for the 520 Pro Knight Edition start at 114,800 yuan ($16,900), while the Lidar-equipped version runs 134,800 yuan ($19,900). By American standards both numbers look almost made up. The base car undercuts the bZ ($34,900) by more than half and lands roughly $15,000 under an ICE RAV4 ($31,900 before delivery). Even the pricier Lidar model comes in well below either one. Nothing sold in the U.S. gets even close.

While some of the Hyundai EVs sold in Western markets are striking, none of them go as far out as the Ioniq V the brand pulled the covers off in China earlier this year. With its wedge-shaped styling, the Ioniq V is a high-riding electric sedan that, according to newly surfaced data, can cover up to 404 miles (650 km) on a charge.

When Hyundai first showed the Ioniq V in April, it kept the powertrain details almost entirely under wraps. Fresh numbers from China’s Ministry of Industry and Information Technology (MIIT) have now confirmed it will be offered with 53.5 kWh and 66.8 kWh LFP battery packs, both of which are fairly modest for a car of this footprint.

Read: Call It The Temurario, Hyundai’s Production Ioniq V Mixes Lambo And Cybertruck For Less

The entry-level model pairs the 53.5 kWh pack with a single electric motor making 188 hp. On China’s notoriously optimistic CLTC cycle, it’s rated for 323 to 336 miles (520 to 540 km) per charge, though real-world driving will likely land nearer 250 miles (400 km). Depending on spec, the base car weighs between 3,763 lbs (1,707 kg) and 3,829 lbs (1,737 kg).

Buyers planning to point their spaceship-like Hyundai at longer road trips can step up to the 66.8 kWh pack, which comes bundled with a punchier 225-hp motor. This version claims 385 to 404 miles (620 to 650 km) and tips the scales at as much as 3,985 lbs (1,808 kg) depending on the configuration. Expect the achievable figure to sit closer to 311 miles (500 km) once you factor in real-world conditions.

More surprising is that the MIIT filing points to an extended-range version of the Ioniq V as well, though Hyundai hasn’t spilled any details on it yet. There’s also no official word on charging speeds, but the car runs an 800-volt architecture, which in Ioniq models sold elsewhere typically supports rates around 250 kW.

Pricing hasn’t been announced but should follow shortly, with customer deliveries set to begin later this year. Hyundai hasn’t said whether the Ioniq V will venture beyond China, but there’s a decent chance it eventually lands in markets like Australia.

After launching its first electric and plug-in hybrid passenger cars in the UK just three years ago, Chinese carmaking giant BYD has delivered its 100,000th vehicle locally, capturing a 5 percent share of the total new car market. A climb that steep explains a lot about why the US is working so hard to keep Chinese brands out.

The Atto 3 was the first BYD to reach the UK, arriving in March 2023. The range has ballooned since then to six EVs and six plug-in hybrids. The electric side covers the small Dolphin Surf and the larger Dolphin, plus the Atto 2, Atto 3 Evo, Seal, and the very good Sealion 7.

Read: Britain’s Biggest EV Brand Isn’t Tesla, BMW Or Volkswagen

Those not yet willing to go all-in on an EV can choose among PHEV models like the all-new Dolphin G DM-i, Atto 2 DM-i, Seal 6 DM-i, and soon, the BYD Ti7 DM-p. This latest model, revealed last month, is the first seven-seat SUV that BYD will sell in the UK. In China, it’s sold through BYD’s Fangchengbao brand. A 1.5-liter turbo engine, two electric motors, a 35.6 kWh LFP battery, and more than 600 hp let it hit 62 mph (100 km/h) in 4.8 seconds, with an all-electric driving range of 79 miles (127 km).

Sales Surge

Demand for BYD models has been strong ever since the brand launched in the UK, and it keeps building momentum. Through the first four months of this year, it sold 26,396 vehicles, a striking 124 percent jump from the same period last year. Across January through April, it captured 7 percent of the EV market and 9.5 percent of the combined EV and PHEV segment.

To put these latest sales figures into perspective, BYD sold only 10,000 vehicles in the UK over the first 19 months, and as of late April 2025, it had just surpassed the 20,000-unit mark.

No doubt helping to bolster interest in the vehicle’s models is the local roll-out of its Flash Charging technology. The first of 300 planned stations across the country was recently constructed, providing charging speeds of up to 1,500 kW.

The stylish, sporty European SUV is a crowded room, and standing out in it takes more than a badge. Maserati thinks a round of updates to the Grecale is enough to pull buyers away from the German establishment, and for 2027 the lineup gets sharper.

Four distinct versions of the Grecale arrive for 2027. The three petrol models all run the company’s 3.0-liter twin-turbocharged Nettuno V6, each in a different state of tune. The entry point is the Grecale V6, making 385 hp at 6,500 rpm and 369 lb-ft (500 Nm) of torque from 2,000 to 4,000 rpm. That’s enough for a 0-60 mph (96 km/h) run of 5 seconds and a top speed of 160 mph (260 km/h).

Read: Maserati Dealers Are Knocking $20,000 Off The Grecale EV, And It Still Seems Overpriced

Sitting above this version is the Grecale Modena V6. It has all of the same specifications and performance numbers, but has been designed to be slightly more dynamic. No doubt the most exciting model in the range is the Grecale Trofeo, delivering 523 hp at 6,500 rpm and 457 lb-ft (620 Nm). It can reach 60 mph in 3.6 seconds and accelerate through to 177 mph (285 km/h). All V6-powered models use an eight-speed automatic transmission.

Electric Power For The Eco-Conscious

The all-electric Maserati Grecale Folgore is sticking around for 2027. It uses a 105 kWh battery pack and a 400-volt electric architecture, alongside a pair of electric motors. It’s rated at 542 hp and 604 lb-ft (819 Nm), can hit 60 mph (96 km/h) in 4 seconds, and has a 137 mph (220 km/h) top speed.

Maserati says the new Grecale takes design inspiration from the potent MCPURA supercar, sporting an all-new front bumper that looks especially purposeful in the Trofeo variant, thanks to a tweaked grille. Like before, the Folgore looks a little different, sporting a redesigned nose with an active front grille that can open or close depending on the thermal load.

Changes have also been made inside. For example, there’s a new multi-function steering wheel offered in leather and Alcantara configurations. Maserati has also updated its digital clock, using real metal and a glass bezel, making it look that much fancier.

Other important features of the Grecale include an available air suspension system on the Grecale V6 and Modena V6, providing five different ride heights depending on the driving mode. Maserati has also added a new driver- and drowsiness-detection system, removed many interior buttons, and launched two ADAS systems.