As powerful winter storms moved across the Midwest and into the Northeast last month, snow-covered highways, icy overpasses and whiteout conditions disrupted daily travel across multiple states. For many commuters, the storm meant delayed workdays or staying home altogether.

For school bus drivers, it meant something entirely different.

Like the U.S. Postal Service, school bus drivers navigate rain, sleet, snow, ice, high winds, and reduced visibility—often on tight schedules and challenging terrain—while transporting students safely to and from school. For districts returning from the winter break and resuming operations in regions where winter weather is unpredictable or severe, these conditions are not occasional obstacles but a routine part of operations.

School Transportation News last month asked school bus driver-trainers and safety leaders in Colorado how school transportation professionals prepare for and manage these high-risk conditions. They have spent years operating and training others to operate school buses in some of the most challenging winter environments in the country.

Preparing for Unpredictable Conditions

In Weld County School District 6, driver-trainer Shadra Terrill said rapid weather shifts are a constant consideration when preparing drivers to navigate roads in and around Greeley, Colorado.

“In Colorado, there are several different weather days,” Terrill said. “You could wake up to 60–80-degree weather and by the end of the day have a tornado or blizzard. We are always teaching and training for Mother Nature.”

Preparation begins well before drivers leave the yard. Terrill said district mechanics and technicians start buses well before dawn to ensure engines and systems are operating properly.

“Our mechanics start our buses at 3 a.m. on cold days,” she said. “We give drivers an extra 10–15 minutes as needed to clean off snow from all lights and windows.”

Beyond mechanical readiness, Terrill emphasized that driver judgment plays a critical role in winter safety. She shared an experience that continues to shape her approach to training.

“I once had heavy wind and rain. The roads were flooding, so I pulled off the highway, parked the bus in a gas station parking lot with a line of trees as a windbreak on one side of the bus,” she said.

With six students onboard, Terrill focused on both physical and emotional safety.
“I had six students and had them all sit one to a seat, facing each other with their backs to the windows,” she said.

Clear communication followed immediately.

“We called dispatch, and some called their parents to let everyone know where we were and that we were safe,” Terrill said. “I stayed calm, which helped them stay calm.”

Once conditions improved, the route was completed safely. That experience reinforces the core message Terrill shares with drivers, which is “to stay calm, take a deep breath and stay focused on safety.”

Mountain Training as a Core Requirement

For districts operating in mountainous terrain, winter preparation often extends well beyond standard CDL requirements. In Weld County and across Colorado, mountainous driving is mandatory training.

“Weld County School District 6 does have a specific training class for mountains, which includes weather training,” she said. “They have a class for approximately eight hours, and each driver is taken to the mountains for a daylong trip.”

Training covers chaining procedures, auto socks, hairpin turns, grade and pitch management, and adverse weather response.

“All [brake] retarders must be turned off, if there is any moisture on the ground or falling from the sky,” Terrill said. “Drive slowly and give yourself doubled stopping and following distance.”

Drivers progress through federally mandated Entry-Level Driver Training, skills development and pre-trip mastery before testing for a CDL. Training does not end there.

“Once a trainee has completed ELDT, driving techniques, skills training, and learned their pre-trip of the bus, they would receive their CDL after testing,” she said. “We then take the trainee and teach them all series of buses, so they are comfortable with driving before any adverse weather.”

Routes are rarely modified, she added, but support is always available.

“Should anyone ask for assistance or would like someone to ride with them, we will make that happen,” Terrill said.

Her guidance remains consistent.

“The best advice I can give is take your time, be observant, slow down and give yourself space,” she said.

Lessons from Historic Winter Storms

In nearby Colorado Springs, Debbie Thomas, lead driver-trainer for Widefield School District, said her approach to winter driving has been shaped by decades of experience, including the blizzard of 1997.

“The most challenging, memorable winter weather situation was the blizzard of 1997,” Thomas said. “The school districts shut down due to the whiteout conditions that were prevalent, and the forecast for continuous high winds with blizzard conditions.”

She recalled winds exceeding 60 mph, snow accumulation over three feet and snowdrifts reaching 15 feet.

“The schools had to shut down for three days for the area to dig out,” she said.

Thomas said preparation and composure are essential when conditions deteriorate.

“I always respect the weather and prepare for the unexpected,” she said. “I remained calm and relied on my driving capabilities so that my students would have faith in me to get them home safely.”

Maintaining a steady environment for students is also part of safe operation.

“I love to have fun with my students, so talking to them and ensuring that everything was going to be all right made the hourlong drive enjoyable,” she said.

From a technical standpoint, Thomas emphasized fundamentals that apply in all severe weather.

“Using my over-the-road experience and training, I increased my following distance, used my gears, went slow and delivered my students to their homes,” she said.

Training for Severe Weather Conditions

When discussing how new drivers are prepared for winter conditions, Thomas emphasized confidence built through repetition and fundamentals.

“Trust your driving abilities. Trust your training. Trust your vehicle by ensuring that they have done a proper safety inspection. Slow down. Increase your following distance. Use engine compression first (gearing down). Use feather braking when needed,” she said, adding that situational awareness is also central to training.

“Check your surroundings and expect the unexpected. Look for those hazards — Other roadway drivers, stalled vehicles, icy intersections, etc.,” she continued.

Widefield School District distributes monthly safety flyers focused on adverse weather and operates a mountain driving program that blends classroom instruction with hands-on experience.

“For mountain driving, we do hands-on application of actual driving,” Thomas said. “Certificates are issued for drivers participating in the mountain driving program.”

Despite this month’s storm, Thomas said Colorado operations were not significantly affected.

“Colorado usually gets the bulk of its snow in the spring, and then it is a heavy, wet snow,” she said, adding that support from trainers is critical.

“Being there and supporting them when they need it most,” Thomas said. “Answering questions with clarity and from my own experiences.”

Confidence, she noted, develops over time.

“Eventually, new drivers have to drive in adverse weather conditions without a trainer on board,” she said. “This builds confidence when a trainer is there to guide and direct correct maneuvers for driving in rain, sleet, snow and ice.”

Her message to first-time winter drivers is clear.

“Have confidence in your training. Go slow, do not be in a hurry, and you can do this.”

Managing Loss of Traction in Mountainous Terrain

For Marcus Thomas, transportation safety manager for Colorado Springs School District 11 and unrelated to Debbie Thomas, winter driving risks are most pronounced on steep grades, where packed snow and black ice can quickly compromise traction. Drawing from years of experience operating school buses on mountain roads, Thomas described one situation that underscores how rapidly conditions can change.

“Many miles and years of driving up mountainous roads, hills and downhill with snow-packed roads utilizing the Onspot Automatic Tire Chains,” he said. “Driving on black ice on a downhill, the school bus lost traction and started to slide sideways.”

In that moment, Thomas said, the priority was maintaining control and resisting overcorrection.

“Stayey alert. Slow down. Stayed in control,” he said. “Drove slowly and deployed the Onspot Automatic Tire Chains in the snow-packed roads.”

Black ice, he added, leaves little margin for error and demands patience and space. He advised driving cautiously, riding it out slowly and increasing the following distance when driving in snowy conditions (increased following spacing by doubling the four- to six-second rule). He said his district follows Colorado Department of Education guidance for adverse weather and mountain driving certifications.

“All drivers are certified on a Mountain Road Drive Certification in a school bus,” Thomas said.

Operational Adjustments During Severe Weather

Thomas said winter storms may prompt operational changes, but safety remains the priority.

“Some school closings will happen if necessary to keep the public, students and employees safe,” he said.

Routes and student stops are adjusted when needed, and two-hour delays are used to allow conditions to improve.

“All drivers will get the experience of driving in adverse conditions,” he said.
Preparation also includes reinforcing equipment checks.

“Even though it is inspected every day during pre-trip inspections, double-check the following: Onspot Automatic Tire Chains, tire depth, windshield wipers and fluid and also check heaters and defrosters,” Thomas said.

Winter in-service briefings begin in October and include hands-on practice.

“We have the drivers deploy their chains and also turn in adverse-weather student stop and route directions,” he said.

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Safety Culture and Driver Mindset

Across all three districts, one message remained consistent: Safety takes precedence over schedules.

“One key thing we push is the first stop is the only one that matters,” Marcus Thomas said. “All the other stops you will be late for due to the safety precautions and hazardous conditions.”

Terrill echoed the same principle.“We teach drivers to stay calm, take a deep breath, and stay focused on safety,” she said.

Debbie Thomas summed it up simply. “Trust your training,” she said

The post White-Knuckle Rides: School Bus Drivers Trained to Navigate Severe Winter Weather appeared first on School Transportation News.

While Tesla has taken most of the heat for its elusive manual door handles, criticized for being difficult to locate or operate in an emergency, it’s far from the only brand overlooking the importance of an intuitive, mechanical release, especially for rear-seat passengers. The issue isn’t just about convenience; it can be critical when every second counts.

Like Tesla, Rivian has adopted a similar approach, hiding manual releases beneath door trim and effectively leaving owners to improvise their own fixes.

Read: Tesla Owners Are Adding Escape Tools Before It’s Too Late

Not long after we brought you a story about the various accessories and modifications that Tesla owners are making to ensure occupants can easily get out after a crash or fire, we came across a Reddit post of a Rivian owner doing something similar. It’s not a particularly elegant solution, but if it helps save a life, who cares how it looks?

A Manual Release That Isn’t Easily Accessible

In the current Gen 2 Rivian R1S and R1T models, an easy-to-access mechanical door handle is found in the front, just like in current Tesla models. Things are more confusing in the rear. Occupants first have to pull off a piece of plastic trim on the door panel and then pull down on the release cable.

To make matters worse, the owner of this Rivian says it takes a lot of force to remove this plastic trim, requiring a pry tool. In an emergency situation, it seems unlikely a child would be able to open the door.

The Solution?

To work around this issue, this owner has tied a piece of red paracord around the release cable and then run it under the plastic trim piece that needs to be removed. The cord now hangs down from the door panel and is within easy reach should the electrically-operated doors fail to open in a crash.

Rivian confirmed in early October that it will redesign the door handles of the upcoming R2, ensuring the manual release is closer to the electric one. While this is good news for those planning to buy an R2, it does nothing for the tens of thousands of people who already own and drive an R1T or R1S.

Photos Reddit/u dublew_dubs

VW is finally letting us peek inside the new ID. Polo, revealing its production interior ahead of the electric subcompact’s official debut later this year. The biggest headline? The long-awaited return of actual buttons and switches.

More: VW Revives Polo Name For EV Era And Teases First Ever Electric GTI

As the first vehicle designed entirely under new VW design chief Andreas Mindt, the ID. Polo marks a shift in direction by blending tactile controls with modern tech in a more user-friendly package. The company has already confirmed that this approach will carry through to other new and updated VW models in the near future.

Buttons Are Back

Gone are the touch sliders and haptic panels that frustrated many owners of the ID.3 and other recent VW models. In their place are proper physical controls, including a knurled volume dial and a traditional four-switch window layout.

The newly designed, squarish steering wheel brings back grouped hard keys for cruise control and infotainment functions, favoring usability over the touch-based gimmickry that has increasingly spread through the industry, especially in the wake of Tesla’s influence.

Mounted directly to the dash, a 10.25-inch digital driver display signals a return to convention, replacing the ID.3’s awkward steering-column-mounted screen. VW says the updated software adds functionality, along with a few nostalgic flourishes. Press a button, and the display shifts to retro-themed graphics that echo the dials and cassette visuals from classic 1980s-era Golfs.

Front and center sits a large 13-inch infotainment touchscreen, and thankfully, it too benefits from the control rethink. Gone are the polarizing touch sliders for volume and temperature. Instead, beneath the screen sits a neat row of physical buttons for HVAC controls and hazard lights. A rotary dial handles volume adjustments and doubles as a track or station selector.

The cabin itself takes on a more inviting feel, with soft recycled fabric replacing the usual expanse of hard, cold plastics across the dashboard, doors, and even the center console. VW has kept its familiar quirk on the pedals, which still feature the play and pause symbols.

Read: VW Brings Back Physical Buttons After Admitting Touchscreens Are A Disaster

Chief Designer Andreas Mindt described the car as “an affordable friend for everyday life”. He added that “clear physical buttons provide stability and trust, warm materials make it appealing, and charming details such as the new retro views of the instruments show the typical Volkswagen wink.”

Platform, Powertrain, and Price

Measuring 159.6 inches (4,053 mm) in length, 71.5 inches (1,816 mm) in width, and 60.2 inches (1,530 mm) in height, with a wheelbase of 102.4 inches (2,600 mm), the new electric Polo shares a similar footprint with its ICE counterpart.

More: Hyundai Going Back To Physical Buttons Because American Buyers Don’t Like Touchscreens

The ID. Polo will launch with a choice of two battery types and three front-mounted motors, delivering outputs of 114 hp (85 kW / 116 PS), 133 hp (99 kW / 135 PS), and 208 hp (155 kW / 211 PS). A more powerful 223 hp GTI version is set to follow the next year.

Battery options include a 37 kWh LFP pack and a more advanced 52 kWh NMC unit with cell-to-pack construction, the latter offering up to 280 miles (450 km) of range. Depending on the specification, charging speeds will range from 90 to 130 kW, with VW’s updated MEB+ platform serving as the base across the lineup.

While Volkswagen has announced a base price of €25,000 (approximately $29,400 at current exchange rates) in Germany, the company recently confirmed that only higher-spec versions will be available at launch across Europe, with initial pricing likely to start closer to €30,000 ($35,300), depending on configuration. There are currently no plans to offer the new subcompact in North America.

The Leapmotor lineup is expanding once again, and this time the Stellantis-backed Chinese automaker is steering into new territory with its first fully electric minivan. Called the D99, the model arrives in both battery-electric and range-extender versions, marking Leapmotor’s entry into a segment already populated by the likes of the Xpeng X9, Zeekr 009, and Li Auto Mega.

Read: Stellantis’ Secret Weapon Against Chinese EVs In Europe Turns Out To Be A Chinese EV

Unveiled during a special event celebrating the brand’s 10th anniversary, the D99 has a simple, flowing design similar to other Leapmotor models. The front end includes a very short nose section and a windshield that stretches beyond the front axle, which should give the D99 excellent visibility.

Other visual details include retractable door handles, now being phased out by regulators in China, and darkened B- and C-pillars that merge visually with the side glass. At the back, a futuristic LED light bar spans the width of the vehicle, tying into the modern theme.

The Largest Battery in Its Class

Under the skin is where the D99 truly separates itself from the competition. Built on an 800V platform, the range-extender version carries a massive 80.3 kWh battery pack, the largest of any hybrid currently on the market. That gives it a clear edge over Zeekr’s 9X range-extender, which makes do with a 70 kWh unit.

It also tops the upcoming range-extended Xpeng X9, which is set to feature a 63.3 kWh battery when it launches. According to Leapmotor, the D99 EREV is expected to deliver up to 500 kilometers (311 miles) of electric driving range on a full charge.

Details of the combustion engine supporting the range-extender setup haven’t been confirmed, though it’s likely to be a 1.5-liter four-cylinder, similar to the one used in Leapmotor’s C10 REEV.

As for the fully electric D99, it steps up to a 1000V architecture and houses an even larger 115 kWh battery supplied by CATL. That setup is good for a claimed range of 720 kilometers (447 miles).

Plush Promises Inside

No interior images have been released yet, but based on Leapmotor’s recent offerings, the cabin is expected to be packed with high-definition displays and generously cushioned seating. It’s being positioned as a vehicle not just for families but for passengers who prefer to be driven rather than drive.

Additional details, including pricing in China and potential availability beyond the domestic market, are expected to be announced in the coming weeks.

2025 is firmly in the rearview mirror and that means sales data is starting to trickle out. Rivian is among the first out the door as they’ve revealed some disappointing results following the elimination of the electric vehicle tax credit in September.

Without further ado, the company delivered 9,745 vehicles in the fourth quarter of 2025 and that compares to 14,183 last year. This is a steep 31.3% decline, but there was little doubt sales would slow down following the elimination of the federal incentive.

Review: The 2025 Rivian R1S Is An Imperfect, But Promising Look At The Future

For the entire year, Rivian delivered 42,247 vehicles in 2025. That’s down from 51,579 trucks and SUVs in 2024, which represents a decline of 18.1%.

In terms of production, the company made 10,974 vehicles in the fourth quarter and 42,284 units for the year. That’s keeping pace with demand, but those numbers are down from 12,727 and 49,476 last year.

While the numbers aren’t good, the automaker said they’re in line with expectations. The company didn’t have much else to say, but noted their fourth quarter and full year 2025 financial results will be released on February 12th.

Investors seem to be taking the news in stride as Rivian stock is down 1.95% to $19.32 per share as of this writing. Furthermore, it’s worth noting the stock has climbed significantly over the past year as it was $13.25 on January 2, 2025.

A Busy Year Ahead

While 2025 wasn’t a great year for Rivian, the company has a lot planned for 2026. The highly anticipated R2 is scheduled to launch in the first half of the year and it’s slated to start at $45,000.

Rivian hasn’t released full details, but has previously said the model rides on an all-new platform and will be offered with two different battery packs, including one that provides more than 300 miles (483 km) of range. We can also expect single-, dual-, and tri-motor powertrains with the latter allowing for a 0-60 mph (0-96 km/h) time of less than three seconds.

Furthermore, the company recently announced a slew of new updates including Universal Hands-Free Driving. It’s coming to the R1 lineup soon and will allow for hands-free driving on more than 3.5 million miles (5,632,704 km) of roads in the United States and Canada. It will be part of a new Autonomy+ subscription that costs $49.99 per month or $2,500 as part of a one-time purchase.

Alpine wants its new A390 crossover to steal sales from the Porsche Macan Electric, but it doesn’t yet have the brand strength to go toe-to-toe. So what’s it done? Come up with some prices that mean anyone thinking about a Macan can’t afford not to give the Frenchy a look.

The A390 starts at £61,390 in the UK which instantly puts it below even the cheapest Macan Electric. That matters because the entry level Porsche costs £68,600 and only drives its rear wheels with 355 hp (360 PS / 265 kW). Alpine’s cheapest version is all wheel drive, makes 394 hp (400 PS / 294 kW) and still undercuts it by more than seven grand.

Related: Alpine Thinks Driving Got Too Serious, So It’s Building EV Convertibles

Move up a rung and the gap gets even more awkward for Porsche. The A390 GTS packs 464 hp (470 PS) from its tri-motor setup and costs £69,390. That makes it cheaper than the £71,900 Macan 4, which has 400 PS (408 PS / 300 kW), and far cheaper than the £77,100 Macan 4S, though in Porsche’s defence, that one does crank out 509 hp (516 PS / 380 kW).

The German brand also has even more powerful GTS and Turbo trims that Alpine has no answer for – at least not yet.

Macan Charges Faster

Both Alpines use an 89 kWh battery and promise up to 345 miles (555 km) of WLTP range in GT form, or 312 miles (502 km) in the GTS. Charging peaks at 190 kW, which should get you from 15 to 80 percent in around 25 minutes. Those range figures are broadly similar to what you’d get out of the 90 kWh battery in the AWD Macan 4 and S, though they charge at up to 270 kW.

Bridging the gap between the two A390s is the Premiere Edition, which gets the same mechanical package as the base trim but adds a black finish to the 20-inch wheels, a black roof, French flag on the rear quarter, Alpine-branded brake calipers, Sabelt sports seats and a 22 kW AC charger. Most of that same equipment features on the top-spec GTS.

US Expansion On Hold

Circling back to that brand question, we all know Porsche sells identity as much as it sells cars, and the Macan trades heavily on that. The A390 is going to have a harder time, and if Alpine ever launches in the US, it really would be starting from scratch.

But that launch won’t be happening any time soon, the company having decided in 2025 to postpone it indefinitely due to President Trump’s tariffs.

If the A390 did make it to the US, it would have to cost significantly less than it does in Europe. American Porsche fans can get into a base Macan Electric for $78,000, while the Macan 4 is only a small jump away at $81,600 and the Macan 4S costs $88,000. Would you take an A390 over a Macan Electric? Drop a comment below and let us know.

Alpine

Owning an electric vehicle or plug-in hybrid in Minnesota just became a pricier proposition. New legislation rolling out this month increases registration fees across the board, meaning drivers of EVs and PHEVs will see their annual costs jump, some significantly so, depending on the vehicle.

Up until now, electric vehicle owners in the state have paid a flat $75 annual surcharge in lieu of gas taxes, which are traditionally used to fund local road maintenance.

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

Under the updated rules that went into effect on January 1, 2026, that surcharge has doubled to a minimum of $150 for all EVs. Plug-in hybrid drivers, previously exempt due to their partial reliance on gasoline, are now included as well, with a new minimum fee of $75 added to their registration.

How Value Shapes the Surcharge

The updated surcharge isn’t flat. It scales based on the vehicle’s original sticker price and age. In the first year of registration, fully electric vehicles will be assessed an additional fee equal to 0.5 percent of the manufacturer’s suggested retail price (MSRP). For plug-in hybrids, the rate is set at 0.25 percent.

As vehicles age, the surcharge is reduced each year according to a sliding scale. By the second year, the calculation uses 95 percent of the original MSRP. That figure drops to 90 percent in year three, 80 percent in year four, and continues to decline by 10 percent increments. Once a vehicle is more than ten years old, the fee is based on just 10 percent of its original MSRP.

What Does It Mean for Popular Models?

For those considering an electric pickup like the Ford F-150 Lightning, the first-year fee could run as high as $325. By year two, that drops slightly to $309, and by year three it falls to around $253. Drivers of a Tesla Model 3, one of the state’s most common EVs, would be looking at $221 in the first year, followed by $210 in year two and $172 in year three.

As reported by Kare11, lawmakers have framed the new system as a way to ensure road infrastructure funding keeps pace with the shift away from internal combustion engines. Still, the move has raised concerns that it could dampen enthusiasm for EVs and plug-in hybrids at a time when adoption is just beginning to gain momentum.

The registration fee increases are not the only policy changes on the horizon. Beginning July 1, 2027, all public charging stations in the state that operate at 50 kW or higher will face a new tax of five cents per kilowatt-hour delivered. While relatively modest, the fee adds another layer of cost for EV drivers using fast charging options.

Once treated as curiosities or written off entirely, Chinese cars have quietly secured a firm foothold in the UK’s market. By the end of 2025, vehicles imported from the Far East are expected to make up around 10 percent of all new car sales in the country. The days when Chinese models were casually dismissed by Western buyers now seem increasingly out of step with reality.

Read: Europe Tried To Block Chinese Cars But Ended Up Helping Them Instead

A new report from The Guardian, citing European EV analyst Matthias Schmidt, estimates that once the final sales numbers for 2025 are in, Chinese brands will have sold more than 200,000 new vehicles in the UK.

MG and BYD Drive the Surge

The lion’s share of that success comes from three names in particular: MG, BYD, and Chery. Meanwhile, as Chinese manufacturers have gained ground, demand for Japanese cars has noticeably slipped.

MG continues to lead the pack by a wide margin. It sold over 70,000 cars in 2025, keeping pace with its strong performance from the previous year. BYD has also stepped up in a significant way, increasing its UK sales from fewer than 9,000 in 2024 to more than 40,000 this year. Their presence on British roads is no longer novel.

Several other Chinese brands posted significant gains during the year as well. Jaecoo sold over 20,000 vehicles, while Omoda came close to that same figure. Chery, Polestar, and Leapmotor have also continued to find traction with UK buyers, though on a somewhat smaller scale.

At the same time, Japanese brands have seen their market share in the UK slip by nearly a full percentage point over the past twelve months. The decline isn’t dramatic, but it is measurable, and it mirrors trends playing out across the continent.

Why Tariffs Didn’t Slow Things Down

As The Guardian reported, Chinese car sales have risen across the European continent despite the imposition of steep tariffs. In an effort to protect domestic manufacturers, European lawmakers introduced these measures late last year, targeting EVs produced in China. However, the tariffs do not apply to hybrid or internal combustion models, and sales of those have surged accordingly.

The UK, now outside the EU, has proven especially receptive to these brands. With no major domestic carmakers remaining, the market is wide open.

“With no genuine domestic volume brands for UK consumers to choose from, UK consumers crucially can no longer participate in what is known as patriotic purchasing,” said analyst Matthias Schmidt. “In Germany and France, half of each country’s new-car market is effectively in the control of domestic brands. While in China, we now also see that two-thirds of the market is accounted for by domestic brands.”

Mercedes EV drivers with a bad case of range anxiety might want to stock up on Ambien, now that the automaker is warning them not to charge their cars to full. The German brand has instructed owners of certain electric SUVs to limit charging to 80 percent because their cars could suffer what engineers term a “thermal event.”

In other words, a short circuit of the battery cells might result in a fire, and we’ve all seen enough videos of EV infernos to know they can be devastating, and extremely difficult to put out.

Read: Multiple Fires Spark Urgent Warning For VW EV Owners

Fortunately for Mercedes and its owners, this issue only affects a relatively small number of cars. Just 169, to be exact, including 100 EQB 300 4Matics and 48 EQB 350 4Matics. Both are dual-motor EVs, but the recall also concerns 21 owners of the single-motor EQB 250.

Previous Form

And while the scope of this safety campaign is small, some of you might remember that the brand previously recalled over 7,000 of the SUVs in the US early in 2025 due to a fire risk. In that case Mercedes issued the same guidance about not charging past 80 percent until the fix – a software update – was applied.

All of the newly-recalled EQBs are what Mercedes calls “early-stage” MY22-23 vehicles, the automaker claiming that batteries fitted to later EQBs are more robust, and not caught up in the recall.

It also says that while owners of the 169 EVs that are affected will probably receive dash cluster warnings if things were hotting up under the floorpan during drives, a parked EQB could light up with no warning.

So if these early EQBs have less robust batteries, Mercedes must be swapping them out for newer ones, right? Apparently not. Instead owners will get a simple software update, although it’s one that still requires a trip to a Mercedes service center early in 2026.

Short-range Missile

The EQB 350 was only rated for a miserable 227 EPA miles (366 km) with a full battery, so restricting charges to 80 percent would bring the max range down to around 180 miles (290 km).

Factor in the need to leave a safety margin at the ‘empty’ end of the battery charge indicator and you could be looking at 150 miles (242 km) between fills. Let’s hope your relatives live nearby, or that you’ve made peace with spending part of the holidays loitering at freeway charging stations.

Chinese electric vehicles are spreading fast across global markets, fueled by booming demand and strong backing from Beijing. In November alone, China’s EV exports jumped 87 percent compared to the same month last year. Yet even with this rapid growth, cracks are starting to show.

The year 2026 is shaping up to be a major turning point for China’s EV sector, with a looming shakeout expected to hit dozens of struggling manufacturers.

Read: China’s Getting Ready To Flood The World With Even Cheaper EVs And PHEVs

Deliveries of new vehicles in China are expected to slip by as much as 5 percent next year, the largest contraction since 2020, due in part to lowered government support and the industry’s history of overcapacity.

Industry at a Crossroads

And this isn’t speculation from outsiders either, but comes from the South China Morning Post (SCMP), a Hong Kong-based English-language newspaper owned by Alibaba Group. The SCMP reports that around 50 of China’s money-losing EV makers may be forced to either downsize or shut down entirely in 2026.

“Time is against those players whose cars cannot impress young drivers,” said Qian Kang, who runs a factory producing automotive printed circuit boards. “For most of the unprofitable EV assemblers, next year’s performance will be critical.”

Policy Shifts and Market Pressure

Much hinges on an upcoming policy decision. In January, Beijing is expected to determine whether the 20,000 yuan (roughly US$2,900) EV trade-in subsidy will be extended. Meanwhile, the current 10 percent purchase tax exemption is set to expire at the end of this year. A reduced 5 percent rate will apply starting in January and remain in place until the full tax returns in 2028.

While the price war among Chinese firms has brought affordable EVs within reach of millions of car buyers, it has eroded many companies’ ability to turn a profit. Combined with significant investments into research and development, as well as urgency among brands to establish large portfolios of models, it’s hardly a surprise that very few carmakers have become profitable.

“The fundraising bonanza surrounding China’s EV makers and key car component suppliers is history now,” angel investor Yin Ran said. “So it will be a game of survival, with profitable carmakers becoming the winners, while unprofitable players face running out of funds soon.”

Few companies have weathered the storm. Profitable big players such as BYD, Seres, and Li Auto stand out as rare exceptions. These firms are expected to intensify their overseas efforts as they look for new growth opportunities. Research from AlixPartners suggests that only about 10 percent of China’s EV brands will be profitable in the coming years.

Leapmotor Gets Cash Injection

Among the handful of companies securing new support, Stellantis-backed Leapmotor has landed a major investment. The state-owned FAW Group has announced it will acquire a 5 percent stake in the Chinese carmaker for 3.74 billion yuan, or $534 million. This makes Leapmotor the first of the nation’s car manufacturers to receive investment from a state-owned group and will help with its planned expansion.

Leapmotor is aiming to deliver 1 million vehicles in 2026. If it achieves this figure, it would be China’s third-largest EV maker, trailing only BYD and Geely. Through the first 11 months of 2025, Leapmotor delivered 536,132 vehicles.

“Leapmotor aims to achieve annual deliveries of 4 million units a year in 10 years’ time,” Leapmotor found and chief executive Zhu Jiangming revealed in an interview. “Leapmotor will strengthen our value through the fine-tuning of our production, while offering customers best [driving] experiences.”

Volkswagen wants you to believe it’s democratizing electric power. The ID.Polo that hits showrooms in 2026 is supposed to be the proof, with a headline starting price of €25,000 ($29,400/£21,800). The catch is that when the order books open, that price will be more of a concept than a reality.

According to dealer sources who spoke to German media, customers will be able to configure the ID.Polo from April 2026. That much appears to be on schedule.

Related: VW Cancels ID. Buzz For 2026 As Dealers Warn It Might Be Over

But initially, only the more powerful 208 hp (155 kW / 211 PS) version, fitted with a larger 52 kWh nickel manganese cobalt battery, will be available. That version is expected to land well above the headline price, with estimates circling closer to €30,000 ($35,300/£26,100) or more, depending on equipment and regional taxes.

The reason is battery supply. The affordable 114 hp (85 kW / 116 PS) base version and the 133 hp (99 kW / 135 PS) mid-ranking variant uses a simpler and cheaper 37 kWh battery that offers less range, but makes the price work. But that battery won’t be ready at launch, Germany’s Handelsblatt reports.

Volkswagen has confirmed that the entry level version will follow later, blaming the delayed availability of the lower cost cells rather than any sudden change of heart about pricing.

Weeks or months?

Officially, Volkswagen says the delay will only be a few weeks. Dealers, though, are less optimistic. Some suggest it could be six months or even longer before the true budget version is actually available to order.  “The longest we’ve heard is that it could take up to six or even nine months until the smaller battery is actually available,” one of them told the news outlet.

That gap matters because much of the ID.Polo’s marketing pitch has been built around that €25k figure – except for the upcoming GTI version, the first electric VW to carry those letters.

It is not an unusual strategy. Automakers often launch with higher margin versions first to cover costs, manage supply and just milk fans who are desperate to be the first on their street to own a certain new model and are happy to pay a premium for that privilege.

The difference, Handelsblatt suggests, is in expectations. Volkswagen has positioned the ID.Polo as a political and cultural milestone, the electric car for the masses that finally makes EV ownership feel normal and affordable.

When that affordable version isn’t immediately available, disappointment is inevitable, even if the strategy makes business sense.

If it feels like the Kia EV5 just arrived, you’re not imagining things. The all-electric crossover made its debut in China in late 2023, followed by rollouts in Australia, Brazil, and other Western markets through 2024, eventually going on sale in Europe just this past fall.

Despite still being a recent arrival in most showrooms around the world, Kia has already confirmed that a mid-cycle refresh is on the way. The update is expected to arrive before the end of 2026, with a market launch likely following in 2027 for most regions outside China.

Review: The 2025 Kia EV5 Makes A Whole Lot Of Sense

Kia Australia’s general manager of product planning, Roland Rivero, recently addressed the upcoming update, noting it will come with the expected range of mid-life improvements. “So yes, there’ll be some cosmetics, and there’ll be some tech,” he told local outlet Drive.

Rivero didn’t elaborate on what those changes might involve. Still, it’s not hard to imagine where updates could be focused to make the EV5 more competitive and appealing.

Will Kia Speed Things Up?

The current European-specification 2025 Kia EV5

A likely candidate for improvement is charging. Unlike Hyundai’s flagship EVs, the EV5 doesn’t ride on the advanced E-GMP 800-volt platform. Instead, it uses the more affordable 400-volt N3 eK system. This limits DC fast charging speeds to a maximum of 140 kW, translating to a 10 to 80 percent charge in 38 minutes.

Also: Kia’s Pickup Isn’t Selling and Someone Just Designed a Better One

That’s a step behind direct competitors like the Tesla Model Y and BYD Sealion 7, and significantly slower than Hyundai’s Ioniq 5 and Kia’s own EV6.

While we do not expect the EV5 to shift to an 800-volt architecture as part of its facelift, Kia could work to improve charging times. Additionally, the EV5 isn’t as efficient as some rivals and could benefit from more range.

EU-spec 2025 Kia EV5

It’s unclear if any significant alterations could be made to the SUV’s cabin. Last month, Kia unveiled the intriguing EV5 Weekender concept, fitted with a host of off-road upgrades. While the exterior was updated, more significant changes were made to the cabin.

For example, the concept ditched the dual driver and infotainment display of the current model, instead opting for a single panel encompassing the infotainment screen and a passenger display. Positioned ahead of the steering wheel was a thin cluster.

Kia also fitted the concept with a distinctive new steering wheel and eliminated the unconventional center console found in the production version.

The Weekender could even hint at a new variant for the refreshed lineup, potentially adding a more rugged model to the mix.

Kia EV5 Weekender Concept

Several years ago, Elon Musk proudly proclaimed that Tesla would be moving as many as 250,000 Cybertrucks annually. The electric pickup was billed as a disruptive force, set to shake up the truck market. In reality, it hasn’t come anywhere near those targets. This year, Tesla is expected to sell fewer than 20,000 Cybertrucks, less than 10 percent of that overly ambitious goal.

Read: This Shop Tore Down A Cybertruck To Do What Tesla Wouldn’t In Europe

While you’ll never hear Tesla head honcho Elon Musk describe the Cybertruck as anything other than a raging success, lower-than-expected sales are hurting suppliers.

One notable casualty is L&F Co., a South Korean battery material supplier, which recently disclosed that its supply contract with Tesla had been cut by 99 percent, a shift attributed in part to sluggish demand for the truck.

A Contract Cut to the Bone

Back in February 2023, L&F had secured a sizable deal worth 3.83 trillion won (roughly $2.67 billion) to provide Tesla with high-nickel cathode material intended for the Cybertruck’s batteries. But that agreement has now been trimmed down to a token 9.73 million won, or about $6,776 at current exchange rates.

The original contract was tied to Tesla’s 4680 battery cells, which were first revealed in 2020. At the time, Tesla presented them as a major leap forward, central to its plan to rapidly expand production and eventually launch a $25,000 EV. That model has yet to materialize, and so far, the 4680 cells are used primarily in the Cybertruck.

According to an unnamed source with knowledge of the supply contract, L&F only needed to supply contract with small amounts of material as the development of the Cybertruck was repeatedly postponed. Bloomberg reports that policy and economic issues also affected the contract, including the elimination of subsidies through the Inflation Reduction Act.

SpaceX to the Rescue?

As Tesla continues to struggle with sluggish Cybertruck sales, a familiar buyer has entered the picture. According to a recent report, SpaceX has already purchased more than 1,000 Cybertrucks from Tesla, and that number could eventually climb to 2,000.

SpaceX hasn’t said why it’s buying so many Cybertrucks, but it likely has more to do with surplus stock than necessity. Either way, the move points to just how closely Musk’s companies operate, and hints that Tesla may be offloading inventory through its own back door.

Fuel economy regulations have shaped the auto industry for decades, setting benchmarks for combustion engines around the world. But when it comes to electric vehicles, formal efficiency standards have remained largely absent.

That’s beginning to change. In China, a new set of laws focused on EV energy consumption is set to take effect, requiring automakers to deliver more efficient electric models.

Read: China Is Banning Tesla-Style Door Handles

The regulations are designed around vehicle weight, assigning maximum energy usage thresholds for different categories. For example, a typical battery-electric passenger car weighing about two tons will need to consume no more than 15.1 kilowatt-hours per 100 kilometers.

That’s quite a low number and is around the same as you might expect to achieve in a new Tesla Model 3 during typical, everyday driving.

Efficiency Gets a Legal Backbone

According to local media, these new regulations will be approximately 11 percent stricter than the outgoing recommendations. Chinese authorities believe that thanks to the new efficiency standards, EV owners will see an increase in their average driving ranges of about 7 percent.

Importantly, the regulations are designed to prevent manufacturers from simply bolting on larger battery packs to achieve longer ranges. Instead, the focus will shift to improving the efficiency of existing systems and designs.

Chinese tech publication IT Home notes that this will be the first mandatory EV power consumption regulation in the world. The law is scheduled to take effect on January 1, 2026.

Behind the Policy Push

Work on the new standards has been ongoing for several months. In July, China’s Ministry of Industry and Information Technology, the National Development and Reform Commission, and the State Administration for Market Regulation met to work on the new laws, as well as new battery recycling standards.

Read: BMW And Porsche Just Lost China’s Luxury Market To A $100,000 Newcomer

Car News China notes that many EVs currently sold by major brands like BYD and Geely already meet the new efficiency standards. Models that fall short may need to be upgraded or pulled from production entirely until they’re brought into compliance.

Sources: IT Home, Car News China

Electric vehicle sales may be cooling off with the rollback of government incentives in the United States, but Hyundai isn’t lifting its foot off the pedal just yet. In fact, it’s charging ahead with its most compact EV after the Inster. Named the Ioniq 3, this practical five-door hatch slots below the Ioniq 5 and Ioniq 6 in both size and price.

Read: Audi A4 Returns With Concept TT Styling To Give BMW Something To Worry About

Previewed by the recent Concept Three, the Ioniq 3 could become one of Hyundai’s most significant global EVs, combining affordability with everyday usability. Camouflaged prototypes have already been spotted testing out in the open, hinting that an official debut is just around the corner. Here’s a look at everything we know so far.

Striking the Middle Road

Unlike its larger siblings, the Ioniq 3 avoids polarizing the public with a look that’s easier on the eye. Prototypes confirm that it retains the Concept Three’s coupe-like proportions, although the front fascia is toned down with more conventional battery-cooling intakes and slim pixel DRLs split from the main headlamps underneath. 

From the profile, it trades the concept’s slim-frame windows for clamshell items (welcome back to the 90s). Elsewhere, it’s a clean, uncluttered profile with smooth surfacing and intersecting lines drawn from Hyundai’s ‘Art of Steel’ design language.

The rear features a high-mounted full-width tail light cluster with LED pixel elements and a split-glass hatch configuration similar to that of Toyota’s Prius. The concept’s translucent aero elements and wild lower diffuser won’t make the cut, yet it still sports a subtle spoiler.  

A Tech-Focused Interior

SH Proshots

In a significant departure from Hyundai’s existing lineup, the cabin offers an all-new experience with a separate digital instrument cluster and a large Tesla-style infotainment display.

Also: BMW’s Largest SUV Is About To Get A Lot More Interesting

The screen runs Hyundai’s new Pleos Connect system, which is built on Android Automotive OS, bringing cloud-based user profiles (allowing owners to download features on demand) and conversational voice control for navigation and other vehicle functions.

Importantly, spy shots confirm the presence of physical buttons for HVAC controls below the infotainment screen. Elsewhere, the 5-seat cabin follows the same design theme as other Ioniq models, with minimalist door cards and ovoid trim elements. 

Other highlights include Apple CarPlay Ultra compatibility, ambient lighting and enhanced Level 2 driver assistance.

Platform, Powertrain, and Battery 

While key specs remain under wraps, we know the Ioniq 3 will ride on a pared-down version of the E-GMP platform. Unlike the 800-volt architecture used in the Ioniq 5 and 6, this model runs a 400-volt system, helping to keep costs in check.

It shares much of its underpinnings with the upcoming Kia EV4, meaning a single-motor, front-wheel-drive layout is expected at launch, delivering 201 hp (150 kW). A dual-motor setup may follow in a potential N performance trim.

SH Proshots

Two Lithium-ion NCM battery configurations are said to be on the cards, with the smaller packing coming in at 58 kWh, while the larger one muscles up 81.4 kWh. The latter should be good for a range estimate of 390-400 miles (628–644 km), and both offering V2G (vehicle-to-grid) and V2L (vehicle-to-load) capabilities. 

Rivals and Reveal

Key rivals include Kia’s EV3 and EV4 (essentially an Ioniq 3 in different clothing), Volkswagen ID.3, Cupra Borne, Peugeot e-308, Mini Aceman Electric, MG4, BYD Dolphin, and Skoda Enyaq.

See: Kia’s Smallest EV Could Become One Of Its Most Thrilling Performance Models

With thin camouflage and key interior tech already known, we expect a full debut within the next six months and a global rollout by 2027. North American availability? Sorry folks, as this will be built in Turkey, it won’t be offered in the States.

Should Hyundai bring the Ioniq 3 to the USA? We’d love to hear your views in the comments below.

The unveiling of Citroen’s ELO concept, with its stacked LED lights, minivan-like shape, and six-seat layout, immediately stirred speculation. Not just about the prospect of a Citroen-badged people carrier, but also about what it might mean for other brands within the Stellantis umbrella. It landed with a visual impact that invited questions beyond the concept itself.

More: We Imagined Stellantis’ Tiny EV As Jeep, Dodge, And Chrysler Oddballs

Could this be the design foundation for a new Fiat Multipla? At first glance, it may seem like a stretch, but the idea isn’t as far-fetched as it sounds. Fiat is rumored to be bringing back the Multipla name for a family-focused SUV.

Still, the ELO’s shape and proportions prompted a different line of thinking; what if the next Multipla leaned more closely into its original spirit?

The Return of One-Box Thinking

The single-box layout of the Citroen concept feels oddly well-suited to a spiritual successor to the original 1955 Fiat 600 Multipla. The notion doesn’t feel far off, especially since both marques fall under the Stellantis umbrella.

With minimal styling revisions, Fiat could spin off a distinctive variant while still sharing development costs with Citroen, if such a minivan duo were ever to hit the streets.

There’s a clear visual callback in the lighting setup. The concept features round LEDs paired with slim DRLs positioned at the base of the windshield, subtly hinting to the stacked, two-tier headlights that made the 1998 Multipla infamous. A slightly reworked front end, with smoother surfacing and Fiat’s latest badge, completes the update.

Most of the 4.10-meter (161.4-inch) bodywork is carried over from the Citroen ELO, with the exception of the rear. There, the UFO-like split taillights jutting from the corners could be swapped for pill-shaped units that recall the cheerful styling of the Fiat Topolino.

More: You’ll Grow A Beard Before Fiat’s New Manual Hybrid Hits 60

As a finishing touch, we added a set of vintage alloy wheels from the Fiat 500 anniversary specials, along with a more expressive palette of exterior colors. Finally, discreet plastic cladding around the wheel arches with a matching finish for the bumpers and door inserts make the fictional model look ready to hit the road.

The wide-opening sliding doors and experimental cabin layout of the Citroen concept also make sense here. Six individual seats, a central driving position, and the option to remove chairs or add accessories like inflatable mattresses and modular storage could make this an ideal companion for family adventures.

Packaging like that requires a dedicated EV platform. That means no room for combustion engines. But a compact rear-mounted motor and a modest battery would be more than sufficient for city use and the occasional weekend escape.

The Story of the Multipla

The original Fiat 600 Multipla, designed by Dante Giacosa, was introduced in 1955. It was based on the underpinnings of the Fiat 600 featuring cab-over styling. Despite measuring just 3,531 mm (139 inches) long, it had a spacious interior that could accommodate up to six passengers and their luggage.

More: Remember The Fiat Multipla? Reimagining The ’90s Icon For The EV Age

Fiat revived the Multipla name in 1997 for a new compact MPV, and while it may be better remembered for its polarizing design, it delivered genuine functionality. Roberto Giolito’s design, with its two-level headlights and expansive glasshouse, stood out in every possible way.

Despite being shorter than a modern supermini at 3,994 mm (157.2 inches) long, the Multipla offered uncompromising practicality. Rather than stretching it lengthwise, Fiat’s designers cleverly pushed the dimensions outward, giving it a width of 1,871 mm (73.7 inches).

That allowed for two full rows of three seats, making it a genuine six-seater, with a minimum of 430 litres of boot space, plenty of room for luggage, shopping, or a four-legged passenger or two.

And because Fiat made it wide rather than long, the Multipla not only packed in the space but also handled better than most people movers, with a squat stance that gave it a more planted feel on the road.

The second-generation model received a more conventional facelift in 2004 and was discontinued in 2010. However, production continued under license in China by Zotye until 2013.

Is There Room for a Quirky Comeback?

Fiat hasn’t confirmed a new Multipla, but the name keeps resurfacing in product speculation. n. Most likely, it will be assigned to a crossover in the expanding Panda lineup.

That model is expected to use Stellantis’ Smart Car platform, shared with the Citroen C3 Aircross and Opel Frontera, and would likely compete with budget-friendly models like the Dacia Duster and Bigster.

Review: New Fiat Grande Panda Hybrid Makes Budget Look Cool Again

The forthcoming SUV will reportedly be offered with gasoline, mild-hybrid, and fully electric powertrain options, following the example of the Grande Panda subcompact hatchback and a mechanically-related fastback crossover that has been spied testing.

Still, for all the SUV planning, there remains a quiet corner of the internet hoping that Fiat remembers what made the original Multipla special: not just practicality, but a certain willingness to stand apart.

Stellantis Heritage Hub

It’s far from unusual for high-performance models from Porsche’s exclusive GT division to appreciate in value the moment they leave the showroom. That’s been the case with the current 911 GT3 RS, and it’s often true for limited-run, motorsport-infused builds.

But the electric Taycan Turbo GT isn’t following that playbook. Despite its credentials, it seems to be moving in lockstep with the value drop seen across the wider Taycan range.

Read: Taycan Goes Full Psycho Mode To Steal Porsche’s Lost Record From Xiaomi

The standard Taycan, just like its corporate cousin from Audi, the e-tron GT, has taken a beating in resale value since launch. EVs in general depreciate faster than most combustion cars, but the Taycan has faced a particularly steep drop.

Earlier this week, a near-new Taycan Turbo GT went up for auction and came in a staggering $82,000 below its original MSRP before the bidding stopped.

A Bad Day for Taycan Values

Bring a Trailer

The high-performance sedan was listed for auction on Bring a Trailer by Gaudin Classic, a Porsche dealer in Nevada. Prior to the auction, it had never been sold to a private owner and had just 141 miles (227 km) on the clock. It is also equipped with the Weissach package that includes a fixed rear wing, no rear seats, and more pieces made from lightweight carbon fiber.

A look at the car’s window sticker reveals it has an MSRP of $238,300, bolstered by nearly $10,000 in additional options. Among them is a $2,950 Shade Green Metallic paint finish, $1,380 satin black wheels, and $1,760 race-tex-finished inner door-sill guards. As Taycans go, this one ticks every box, but the final bid landed at just $167,000.

Harsh Market Reality

According to the seller, bidding came close to meeting the reserve, and they plan to negotiate with the top bidder to see if a deal can still be made. Whether or not it sells, the takeaway is as clear as ever. That’s a brutal level of depreciation for a car that hasn’t even gone through its first full charge cycle.

For as impressive as the Taycan Turbo GT is, there may not be many buyers eager to spend that much on a track-focused electric sedan that, for most owners, will likely never see a circuit. The Weissach package also means it has two fewer seats than some 911s, so it’s not exactly practical either.

What Makes This EV Special?

To be fair, the specs are hard to argue with. The Taycan Turbo GT uses dual electric motors to deliver 1,019 hp with launch control, peaking at 1,092 hp in two-second bursts.

Earlier this year, MotorTrend launched the Weissach model to 60 mph (96 km/h) in just 1.89 seconds using a one-foot rollout, making it the quickest car the publication has ever tested in its 76-year history.

Without rollout, the time comes to 2.1 seconds, beating the Tesla Model S Plaid, Ferrari SF90 Stradale Assetto Fiorano, and even the Lucid Air Sapphire.

Source: Bring a Trailer

If you thought Lexus was finished updating the RZ, think again. After rolling out in Europe and North America, the refreshed model has now made its way to Japan, and it arrives with a surprise addition. Headlining the lineup is the new RZ 600e F Sport Performance trim, blending aggressive aero elements with chassis enhancements and a healthy jump in power.

The RZ 600e F Sport Performance borrows its carbon fiber bodykit from the limited-run RZ 450e F Sport launched in 2024, itself inspired by the 2023 RZ Sport Concept.

More: Toyota’s Most Expensive Supercar Has Something In Common With Lexus’ Cheapest Sedan

That means a vented hood, a front splitter, wider fenders with integrated aero extensions, reshaped side skirts, a pronounced rear diffuser, and a two-piece rear wing that adds both visual drama and functional downforce.

The special edition comes in two colors, Neutrino Gray and Hakugin II, each paired with black as a base, accented by exposed carbon fiber and blue detailing. It rides on 21-inch matte black Enkei alloy wheels, behind which sit larger 20-inch brakes and six-piston aluminum monoblock calipers up front.

Lexus also dropped the suspension by 20 mm (0.8 inches) compared to the RZ 550e F Sport, the base for this version.

Fastest RZ Yet

More significantly, the dual electric motors have been reworked to deliver a combined 420 hp (313 kW or 426 PS), making the 600e the most powerful RZ yet. It now surpasses the related Toyota bZ and Subaru Solterra in output, despite their shared architecture.

More: These Future Supercars From Toyota And Lexus Share DNA But Not A Soul

With the extra power on tap, the RZ 600e F Sport Performance accelerates from 0 to 100 km/h (62 mph) in 4.4 seconds. It uses the familiar 77 kWh battery, which provides a driving range of up to 525 km (326 miles) on a full charge.

Inside, the standout feature is the yoke-shaped steering wheel connected to Lexus’s steer-by-wire system, paired with what the brand calls “Interactive Manual Drive” for a more involved feel. The interior also features blue accents on the dashboard and sport seats upholstered in Ultrasuede, part of the F Sport Performance package.

The RZ 600e F Sport Performance will go on sale in Japan on March 2, 2026. Pricing is set at ¥12,165,000 (equal to $78,100 at current exchange rates) for the version in Black with Neutrino Gray, and ¥12,440,000 ($79,900) for the more distinctive Black and Hakugin II finish.

Interestingly, while Lexus limited the 2024 RZ 450e F Sport Performance to just 100 units, the new 600e will have no such production cap. Availability in other markets remains unknown at this time.

The Rest Of The RZ Lineup

Besides the RZ 600e F Sport Performance, Lexus has rolled out updates across the rest of the lineup, including the RZ 350e Version L, the RZ 500e Version L, and the RZ 550e F Sport.

All models benefit from increased power and improved efficiency, alongside a revised charging system. Range now varies from 579 km to 733 km (360 to 456 miles), depending on the configuration. As before, the Lexus RZ is available in both single-motor and dual-motor setups, with battery capacities of 75 kWh or 77 kWh carried over from the previous model.

More: Japan’s 2026 Toyota RAV4 Gets Something You Don’t

The F Sport trim remains visually distinct, marked out by sportier design cues and the same yoke steering wheel linked to the steer-by-wire system.

Pricing for the updated electric SUV start at ¥7,900,000 ($52,000) for the front-wheel-drive RZ 350e Version L and rise to ¥9,500,000 ($63,000) for the all-wheel-drive RZ 550e F Sport. Buyers can also opt for the “Performance Upgrade Boost + Interactive Manual Drive” package at ¥220,000 ($1,500), which increases peak output and adds simulated manual control.

Lexus

General Motors is looking to the future and planning ahead. Some of its biggest targets surround software innovation, EV profitability, and autonomy. To help make those goals a reality, it has brought in Sterling Anderson, a former Tesla executive and Aurora co-founder with a strong track record in exactly those areas.

If he manages to lead GM to success in those targets, he could very well be the next CEO of the entire brand.

Read: GM’s Mary Barra Promises Cleaner Engines, But Looser Rules Fuel More Gas Guzzlers

Anderson officially joined the team in June of 2025, and according to people familiar with the matter, he did so with the CEO’s chair in mind. That’s according to Bloomberg, which also received official comment from GM stating that no succession plan is currently in place.

Anderson himself also declined to engage in CEO chatter, saying his focus remains squarely on his current responsibilities. “My focus is on what I’m doing. I’ve got plenty work to do where I am,” he said.

Succession Speculation Inside GM

Current GM CEO, Mary Barra, turns 64 soon and is under no obligation to hang it up. GM President Mark Reuss, 62, is also very much in the mix, underscoring that Anderson’s potential rise, if it happens at all, is likely years away.

That all said, Anderson could make all the sense in the world if he really does manage to successfully help GM achieve EV profitability while pushing its software and autonomy far ahead of where they stand today.

Anderson is 42 and before GM, he was chief product officer at Aurora Innovation, where he helped steer the company away from robotaxis toward fully autonomous freight trucks now operating in Texas. Before that, he led development of Tesla’s Model X and played a major role in the early Autopilot system.

From Tesla to Trucks

He ultimately left Tesla following disagreements over how Autopilot was being developed and deployed, a technology that has since drawn scrutiny from federal safety regulators. So far, his strategy at GM has been to listen first and change later. 

As he put it, “You simply cannot afford to break a company and hope to pull the pieces back together. What you want to do, and what I told Mark was my intent, is understand how it works and then start to surgically make changes across the company to where they needed to be made. And that’s been the attack, that’s been the approach.” 

Expect several changes over time, including more software subscriptions, SuperCruise-style autonomy taking on urban environments, and changes to EV supply chains and materials. If those changes lead to success over time, he could be the next person at the top of one of the nation’s largest automakers.

Source: Bloomberg

When Huawei partnered with JAC to launch the Maextro S800, few took the brand’s aim of challenging Maybach and Rolls-Royce at face value. For a new Chinese marque to set its sights on the pinnacle of automotive luxury seemed like a stretch.

One year on, it’s Maextro that has the last word. Their flagship sedan has become China’s best-selling vehicle priced above $100,000.

More: New Ultra-Luxury Sedan For The People Gives Rolls-Royce A Run For Its Money

Until recently, foreign automakers had a firm grip on China’s high-end car market. That grip has loosened. Local buyers are increasingly turning to domestic brands, even when shopping in the upper echelons, something that would’ve seemed far-fetched just a few years ago.

European Brands No Longer Lead the Pack

As Bloomberg reports, the Maextro S800 outsold both the Porsche Panamera and BMW 7-Series combined in November. It had already taken the top spot in September.

The S800 also surpassed the Mercedes S-Class and, somewhat ironically, the Maybach variant, despite (or perhaps because of) its resemblance to a mash-up of Maybach and Rolls-Royce.

More: The Chinese Brand That Fell On Stairs Now Aims For Le Mans Glory

Weibo user Chu Xiaomin notes that Maextro received 18,000 orders for the S800 within just 175 days of launch. The company says it’s currently selling more than 2,000 units a month and intends to ramp up production to reach 4,000 per month.

How Did Maextro Pull It Off?

A major part of the S800’s appeal is price. At 215.7 inches (5,480 mm) long, this is a proper full-size luxury sedan, yet it’s priced between ¥708,000 and ¥1,020,000 (equal to $100,600 to $144,900 at current exchange rates).

For reference, the BMW 7-Series starts at ¥919,000 ($130,000), the Porsche Panamera at ¥1.1 million ($156,200), and the Mercedes S-Class at ¥1.47 million ($208,800). A Rolls-Royce Phantom? That’ll be ¥8.47 million ($1.2 million).

But competitive pricing alone doesn’t explain its traction. The Maextro S800 is heavy on features. There’s a triple-screen dashboard, a 40-inch rear projector that turns the back seat into a private cinema, automatic doors, crystal-effect buttons, and a starlit ceiling reminiscent of Rolls-Royce.

The cabin is finished with wood and leather, and the ADAS system comes courtesy of Huawei’s tech suite.

Speaking with CCTV, Richard Yu, Chairman of Huawei’s Consumer Business Group, said: “Maextro S800 is the first time that a Chinese brand has managed to get a foothold in the 1 million yuan ultra-luxury segment. We’re in the intelligence and electrification era and we’re leading through smarter technologies and innovation.”

German Giants Lose Their Footing

Bloomberg reports that BMW, Mercedes, and Audi continue to lose market share in China, struggling to keep up with the local competition in terms of pricing and tech features. Huawei’s challenge now is to maintain this momentum, not just spark early interest.

Meanwhile, rival brand YangWang, owned by Chinese-powerhouse BYD, is also pushing into six-figure territory with models like the U8 SUV, which starts at around $150,000. It also offers the YangWang U7 sedan, positioned slightly lower between ¥628,000 and ¥708,000 ($89,200 to $100,600).

Sources: Huawei, Bloomberg