Nio has finally launched the much-anticipated Firefly brand in China, which will be targeting the most affordable corner of the EV market. Its first model is a small electric hatchback with swappable batteries, aimed at global markets including Europe, Latin America, and Southeast Asia.

Firefly EVs will be positioned below the Nio and Onvo in terms of size, features, and pricing. The goal of the brand is to make “small, electric high-end cars accessible to a broader audience”.

More: Is BYD Making A Cutprice Electric Porsche 911 Rival? (New Photos)

The urban hatchback is simply known as the Firefly. Responsible for its design is ex-BMW and Ford designer Kris Tomasson. The exterior has a few references to the discontinued Honda e, with a similar greenhouse, a black-finished roof, and matching pillars. The signature trait of the Firefly is the three-piece circular LED headlights and taillights that look like iPhone cameras.

Other highlights include the flush door handles, the six-spoke wheels, and the clean surfacing. According to Firefly, the plastic cladding on the lower part of the bodywork is made from a sustainable material. The company didn’t reveal the dimensions of the EV, which looks like a rival to the likes of the BYD Dolphin, Citroen e-C3, Fiat Grande Panda, and Renault 5.

The latest Chinese EV features a 92-liter (3.2 cubic feet) frunk with layered storage and a drainage function, which is larger than what you get in most EVs. This is combined with a boot that can reach up to 1,250 lt (44 cubic feet) when the rear seats are folded flat. There are no photos of the interior, but earlier spy shots revealed a minimalist dashboard with a Tesla-style infotainment touchscreen and a digital instrument cluster.

Firefly claims that the turning circle of 9.4 m (30.8 feet) and the “multi-scene automatic parking assist function” will make it easy to navigate the EV in tight urban areas.

The EV has been engineered to score five-star ratings on the C-NCAP and Euro-NCAP tests. This was made possible thanks to the extensive use of high-strength steel and aluminum comprising 83.4% of the body structure, double anti-collision beams in the front doors, and nine airbags as standard, and claims to offer the best torsional stiffness in its segment (35,700 Nm).

Details about the electric motors and battery pack have yet to be announced. However, we know that the latter will be swappable, although not compatible with the existing battery swapping stations of Nio and Onvo due to its smaller size.

The Firefly is already available to pre-order in China for ¥148,800 ($20,400), ahead of its official market launch in April 2025. The model will reportedly roll out in Europe in the first half of 2025, where it is expected to be more expensive. As reported by Car News China, Nio wants the products of the Firefly brand to be available in 25 countries by the end of 2025.

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Remember when Hyundai was just that “nice but boring” carmaker your parents trusted for reliable grocery getters? Well, those days are officially dead and buried, now being quietly mocked in a corner by the Ioniq 5 N, a 601-horsepower slap in the face to the idea that electric cars are all glorified appliances. This EV doesn’t just exist; it barges into the room, shotgun in hand, and demands your attention.

It’s not just that the Ioniq 5 N is fast—although it’s stupid fast—it’s that it manages to cram a level of driving engagement into its hefty, practical frame that feels borderline illegal. On paper, it’s the kind of car that seems destined to make you question your loyalty to internal combustion. But promises on paper don’t always hold up in the real world, so we spent a week living with this modern muscle EV to find out if it’s truly the game-changer Hyundai claims, or just a flash in the pan with a fading battery.

QUICK FACTS

Photos Brad Anderson/Carscoops

We first drove the car during its Australian launch in February on several twisty roads and a racetrack and were blown away. However, it’s difficult to thoroughly test a car for just a few hours on the road and on a track. You have to actually live with it to understand it and accurately determine what’s good and what’s not so good about it. As such, we recently spent a week with the Ioniq 5 N to see how it deals with the rigors of everyday life and to discover if it is indeed the game-changing EV we thought it was after our initial test.

What makes it special?

The Ioniq 5 N is unlike anything else Hyundai’s N division has built before it. Prior to this car’s launch, N had only ever made hot hatches/sedans and a hotted-up version of the Kona crossover. All of its other cars produce between 201 hp and around 280 hp. So when it was revealed the company was launching a car with horsepower and performance to rival a Porsche Taycan, the world took notice.

More: 2025 Hyundai Ioniq 5 N Launched In Korea With Enhanced Drift Function And More Standard Kit

A key reason why the Ioniq 5 N is special is its powertrain. An 84 kWh battery pack is found beneath the skin and mated to two electric motors. A front-mounted motor delivers 235 hp (175 kW) and 370 Nm (273 lb-ft) of torque, while located at the rear is a punchier motor with 406 hp (303 kW) and 400 Nm (295 lb-ft). All up, the EV churns out 601 hp (448 kW). An extra 40 hp is unlocked when using the N Grin Boost function for 10-second bursts.

When jumping back behind the wheel of the car for the first time in more than 6 months, the immediacy and sheer power of the thing reminded me of just how exhilarating driving a high-powered electric car can be. If you’ve never experienced this feeling, do yourself a favor and try to arrange a test drive of a fast EV. Launching off the line in a car like this Hyundai feels akin to being on the world’s quickest rollercoaster, slamming your head back into the seat and making your face feel like Jell-O.

The carmaker says the Ioniq 5 N can hit 62 mph (100 km/h) in just 3.4 seconds, but we managed to record a best time of 3.1 seconds. That’s the same time we set with an Audi RS e-tron GT a few months ago and exemplifies the league of performance cars that the Ioniq 5 N can compete with.

Limited range but quick charging

Of course, performing successive launches in the 5 N quickly depletes the battery pack. Hyundai’s official claim is that the car can travel up to 448 km (278 miles) on a charge, but that’s almost impossible to achieve in the real world. Based on our experience, owners who drive their vehicles in urban environments, through city streets, and along highways, may get around 350 km (217 miles) if they’re having a little bit of fun on the way and tapping into the EV’s performance.

Photos Brad Anderson/Carscoops

While such a range figure isn’t terrible, it’s also not great. After all, the Ioniq 5 N is not a lightweight, two-door sports car that owners may use a few times a month. It is a big, practical family car that should be able to do everything a family car can, including long road trips, something it struggles with in Australia given the country’s woeful network of EV chargers. The limited range won’t be such a big deal in other markets, where 350 kW DC fast chargers are more readily available. Plugged in, it can be charged from 10-80% in just 18 minutes.

More: Hyundai Ioniq 5 N Is An Unlikely Rival To Audi’s RS7 Performance

During our time with the Ioniq 5 N, we were able to find a 350 kW charger and plugged it in for 25 minutes. In that time, the charger delivered 57.61 kWh of energy, which is about 68% of the pack’s total capacity. Charging speeds peaked at just shy of 240 kW, making this one of the quickest-charging EVs out there.

Superb handling, lots of modes to choose from

One of the most impressive things about the Ioniq 5 N is its handling. Despite weighing 2,230 kg (4,916 lbs), it hides its weight very well and loves nothing more than being hustled up a mountain road. The grip is absolutely tremendous and it’s very difficult to unsettle the car no matter how bad the road surface may be, a testament to the engineers who tuned the suspension.

Photos Brad Anderson/Carscoops

However, like other Hyundai N products, the adjustable suspension is best left in Normal mode as the Sport and Sport+ settings are too firm for the road. Similarly, the steering’s Normal mode is best and becomes too heavy in other modes. Some of the Ioniq 5 N’s dizzying array of driving modes and features are largely useless on the street. These include things like the N Drift Optimizer, N Torque Distribution that allows you to adjust the front and rear power bias, N Pedal, which maximizes brake regeneration, and N race modes.

Excluding these modes, there’s still plenty to play with. One of the Ioniq 5 N’s most recognizable features is N Active Sound+, which offers three different sound profiles. The first – and most interesting – is Ignition that aims to mimic the sound of Hyundai N’s combustion models. It does a good job of recreating the sound of an engine but does sound a little too much like you’re gaming on a PlayStation. One mode that’s hard to critique is N e-Shift, as it does a brilliant job of imitating an eight-speed dual-clutch.

One of the best things about all these modes is that they can easily be switched off, making the Ioniq 5 N feel quite docile and perfect for cruising around town. While the ride is firm even in its softest setting, the car feels right at home on suburban streets and is just as good at fetching groceries as it is embarrassing supercars from the traffic lights.

Hyundai has also equipped the Ioniq 5 N with Highway Driving Assist 2. This system includes adaptive cruise control with stop-and-go and lane-centering assistance like previous iterations of the tech suite but adds highway lane change assist. If you’re on a multi-lane highway with well-marked lines, all you have to do is flick on the turn signal, and the car will automatically change lanes for you. The system works well, although its usefulness is up for debate.

The tires don’t last

One of the key advantages of EVs is that they generally require less mechanical upkeep than combustion-powered cars. While that will probably also hold true for the Ioniq 5 N, this thing will chew through tires like you wouldn’t believe.

More: Hyundai Ioniq 5 N Sets New EV Records At Pikes Peak

As standard, it comes standard with specially-developed Pirelli P-Zero Corsa tires measuring 275/35 ZR21 at all four corners. These tires provide monumental levels of grip but have an almost unbelievably low treadwear rating of just 80. By comparison, typical Michelin Pilot Sport 4S tires have a treadwear rating of 300, and even competition-spec semi-slicks like the Toyo R888R have a 100 treadwear rating. It’s hardly a surprise then that our test car, with less than 7,000 km (~4,300 miles) on the odometer, only had about 1 mm of tread left.

Photos Brad Anderson/Carscoops

A spacious cabin, but with lots of hard plastics

The cabin of the Ioniq 5 N is good, just like the regular model. It’s a little bit of a shame Hyundai has ditched the sliding center console of the standard car in favor of a fixed unit and the fact the seats are manually-adjustable at this price point feels a little cheap. On the flip side, the front seats themselves are very comfortable over long journeys and also hold you in position well.

The 3,000 mm (118-inch) wheelbase means rear passengers have plenty of legroom, and a tilt function for the backrests is a nice feature. With a flat floor, it’s also possible to ferry three adults in the rear in relative comfort. Rear cargo space is only okay at 480 liters (16.9 cubic-feet) and is 80 liters (2.8 cubic-feet) less than the standard Ioniq 5. There’s also no frunk, as the N’s sound generator is located up front. There’s also too much hard, black, scratchy plastic found throughout. It’s fine on a regular car but isn’t so nice when you’re spending AU$120,000 (~$76,800).

Verdict

As is often the case, living with the Ioniq 5 N revealed a few minor foibles that we didn’t notice when first testing the car. Despite these imperfections, though, it’s still an absolute animal that provides great driving thrills, proving that EVs don’t have to be boring.

As a technical exercise, it’s remarkable and will likely remain the driver-focused EV benchmark in its segment until someone comes up with something even better. But we wouldn’t buy one. We’d rather get an i30 N Sedan and pocket the extra AU$60,000 (~$38,400).

Photo Credits: Brad Anderson/Carscoops

While Brabus is best known as a premier aftermarket Mercedes-Benz tuner, it has also maintained a 50:50 joint venture with Daimler since 2001, channeling its expertise into customizing models from the Smart family. Brabus, the same brand responsible for turning AMG monsters into even bigger monsters, has now turned its attention to the Smart #3 that benefits from a raft of modifications.

It goes squarely against the class-leading Tesla Model Y Performance, but also rivals slightly more premium offerings like the BMW iX3 and Genesis GV60 Performance. It’s just landed in Australia and is being sold online and through Mercedes-Benz dealerships nationwide. Does it have the goods to be a serious player in this segment?

QUICK FACTS

Photos Brad Anderson/Carscoops

Competitive Pricing

On price, the #3 Brabus is a compelling option, something I’d never thought I’d say for a vehicle that’s half German. This flagship model starts at AU$70,900 (~$45,200), making it quite a bit pricier than the entry-level Smart #3 starting at AU$57,900 (~$36,900), and the mid-range Smart #3 Premium, which kicks off at AU$61,900 (~$39,500). However, when you look at the competition, the Brabus starts to make a lot of sense.

Locally, a Tesla Model Y Performance starts at AU$84,700 (~$54,000), and while it has a little bit more power, it’s not as quick as the Brabus. Other alternatives are significantly more expensive, including the entry-level BMW iX3 (AU$89,100 / $36,900) and the much more premium Genesis GV60 Performance, which starts at around AU$110,000 (~$70,000). A compelling alternative to the Brabus #3 that will launch shortly is the mechanically-related Zeekr X.

Both the Smart #3 and Zeekr share the same platform, as does the Volvo EX30, and the equivalent flagship X AWD will start at AU$64,900 (~$41,400). For now, however, the Brabus is hard to beat in terms of price and performance.

Photos Brad Anderson/Carscoops

Smart Nailed The Quality

Smart has done a fine job of making the #3’s interior feel fitting of the price tag. It’s a lot more interesting than the bland cabin of the Model Y and is mostly covered in nice materials. Admittedly, there’s a little too much hard black plastic on the door panels, but the rest of the interior does have a German and premium feel to it.

Immediately catching the eye is the layout of the #3. The trio of circular air vents in the center of the dashboard are classic Mercedes-Benz and the central spine running from the dash to the center console is finished in plastic with a silver finish, aiming to imitate metal. It does a pretty good job, and hidden behind a flap under the air vents is a wireless phone charger and two USB ports. The cup holders are also hidden beneath a sliding cover.

Standing out is a 12.8-inch tablet-like infotainment system. It takes after Tesla and many Chinese cars, adopting an operating system more reminiscent of a smartphone than a normal car system. That means it’s filled with an array of different menus, display screens, and seemingly endless settings. I didn’t like it when I first got in, but after two days or so, I was won over. Less tech-savvy buyers may have a harder time, however.

Photos Brad Anderson/Carscoops

The main display screen consists of a handful of widgets, including one shaped like the Earth for navigation, a media screen, details about driving consumption, weather, and your current driving mode. Scroll over, and you’re taken to an apps screen. Important vehicle settings are then accessed by pressing the vehicle button on the bottom right of the screen, while a strip of handy shortcuts house all the climate control settings.

Read: Smart #3 Brabus Gains Extra Dose Of Brabusness

Positioned below the screen are six shortcut buttons, although they don’t provide haptic feedback, which is a shame. The most important is positioned on the far left and includes quick settings to the lane assist, auto hold, electric parking brake, rear foglight, hill descent control, traction control, and a setting for the one-pedal driving mode, known as s-Pedal. You can also choose between three other regenerative braking settings and enable the ‘Rocket Launch’ control system on this screen. A separate shortcut is used to toggle between the driving modes. Both wireless Android Auto and Apple CarPlay are standard.

A Spacious And Well-Equipped Cabin

Positioned in front of the driver is a three-spoke steering wheel with metal spokes and bathed in black leather and Alcantara. There’s also a narrow instrument display that shows important information like your speed, range, and multimedia. It’s not as good as a full instrument cluster, but it’s better than nothing (like in a Tesla). A large head-up display is also a nice feature you won’t find in a Model Y.

The front seats are electrically adjustable, offer plenty of adjustment, and have heated and cooled functions. They also have quite an intriguing shape and are wrapped in plush leather and Alcantara. As for the second row, legroom is good even for taller passengers. The headroom is adequate but not as good as a Model Y, although that’s hardly a surprise given the car’s slightly lower roofline. Other nice touches include metal speaker grilles and door handles – not something you’ll always find at this price point.

Photos Brad Anderson/Carscoops

Other welcome features of the cabin include a decent 640-watt Beats audio system and a 360-degree camera. A highly configurable ambient lighting system, very similar to those of current Mercedes-Benz models, is also standard.

All Brabus #3 models also have a massive panoramic glass roof as standard. Unfortunately, Smart has taken a leaf from the Tesla playbook and has not provided a sunshade for this glass panel. While it’s well-tinted, heat still gets in, and it doesn’t completely block out the sun, which is annoying on hot summer days.

All of the climate control settings are housed within the screen. While they’re easy to access, the icons you have to press are a little too small, making it annoying while on the move. Settings for the seat heating and cooling are miniature.

Storage is adequate with a 370-liter (13 cubic-foot) boot or 1,160 liters (40.9 cubic-feet) with the rear seats folded down. There’s also a hidden cubby at the back for charging cables and a 15-liter (0.5 cubic-foot) frunk.

Photos Brad Anderson/Carscoops

Great Performance, But Could Do With Stickier Tires

The Brabus #3 is a good drive but does have some peculiarities. All #3 models feature a 66 kWh lithium nickel cobalt manganese battery pack under the floor that drives a pair of electric motors. All up, the EV delivers a punchy 422 hp (315 kW) and 543 Nm (400 lb-ft) of torque, allowing it to hit 100 km/h (62 mph) in 3.7 seconds (the same as a Model Y Performance), according to Smart. We recorded a best time of 3.59 seconds with a GPS timer and the ‘Rocket Launch’ setting enabled.

In typical EV fashion, it fires off the line with impressive pace, having no struggle putting all of its power to the ground. When seeking the best performance, it’s a good idea to select either the Sport or Brabus driving modes, as they sharpen up the throttle response and unleash all the power. Eco and Comfort modes are also offered, which are better suited to everyday driving.

The steering feel is next to non-existent, although it does tighten up in the sportier of the four steering settings. Even still, it can be a little tough to feel what the front tires are up to. Speaking of the tires, they’re Continental EcoContact 6Qs at all four corners, measuring 245/40 R20. While they are quiet, they have been designed for economical driving and aren’t all that well-suited to the Brabus. Push the SUV hard into a corner, and the tires will start to slip and screech quite quickly. We’d prefer some slightly stickier tires to come standard.

The ride is good. Plenty of EVs are too stiff, but the #3 is comfortable and plush. It’s not quite as soft as a Model Y, however.

Lots Of ADAS – And A Few Foibles

Four different levels of regenerative braking are available, including a one-pedal mode known as s-Pedal. During my week with the Brabus, I predominantly drove it in s-Pedal mode, and it works just as advertised. If driven with the brake regen in the low, medium, or high settings, the feel through the brake pedal can be a little inconsistent. It seems like the car will subtly and quickly grab the brakes, then release them, and then grab them again, repeatedly, even if you keep consistent pressure on the pedal. It’s hard to pick, and most drivers probably won’t even notice, but it suggests some additional fine-tuning is needed to smooth out the transition from the brake regen to the friction brakes.

We also experienced a couple of small electronic issues. The car repeatedly displayed a warning saying the driver monitoring system was blocked, even though it wasn’t. Additionally, the one-pedal driving mode would sometimes work seamlessly in the Sport and Brabus driving models, while other times, it wouldn’t slow the EV to a stop. There’s also an annoying chime whenever you exceed the speed limit, and it has to be disabled each time you drive.

Plenty of driver-assistance systems come standard, including adaptive cruise control and self-steering on highways. This system performed flawlessly on the highway during our week with the EV. During everyday driving, the lane-keeping assistant can be a little over-eager to provide steering corrections but can be easily disabled with two presses of the screen.

Verdict

Overall, I was pleasantly surprised with the driving experience offered by the Brabus #3. It’s just as quick as some more expensive rivals, is smooth and quiet on the daily grind, and looks very stylish.

A downside of the small 66 kWh pack is the limited range. Smart says it’ll do 415 km (258 miles) on a charge, but a figure of around 350-370 km (217-230 miles) is more accurate if driven sedately. We averaged 19.2 kWh/100 km during our time with it. If it had a bigger battery pack, nearer the 80 kWh mark to boost the range to 450 km – 500 km (280 – 311 miles), the Smart #3 Brabus might be the best option in this segment. As it stands, it’s an excellent buy for the money – just make sure you have a home charger.

Photos Brad Anderson/Carscoops

Malaysia’s Proton has just unveiled its first-ever EV, the e.MAS 7, an SUV that wants to stand out but doesn’t quite stick the landing. Beneath its Porsche styling cues and ambitious marketing, the e.MAS 7 is, at its core, a rebadged Geely Galaxy E5. It’s a straightforward exercise in badge engineering that doesn’t break new ground but does manage to look modern.

More: Huawei’s Maextro S800 Looks Like Someone Put A Maybach, A Rolls And A Porsche In The Blender

Let’s start with the basics. The Proton e.MAS 7 is a compact SUV that stretches 4,615 mm long (that’s 181.7 inches if you’re too cool for the metric system) and boasts a wheelbase of 2,750 mm (108.3 inches). If you’ve seen the Geely Galaxy, congratulations, you’ve already seen the e.MAS 7. The only visible differences are a Proton badge slapped onto the hood and the glaring absence of the Geely’s illuminated grille. Proton’s big EV debut is essentially the automotive equivalent of putting a new logo on a Word doc template and calling it “custom design.”

Porsche Vibes, but Make It Discount

The e.MAS 7and Galaxy twins borrow some pretty obvious Porsche styling cues. The full-width LED taillights? Yep, straight off a Cayenne. The greenhouse and surface sculpting? Also Cayenne-ish. The paint? Oh, you mean “Quartz Rose,” which just happens to look suspiciously like Porsche Macan EV’s Provence debut color? Totally a coincidence, we’re sure.

Proton also offers four other shades, including Platinum Silver, Turquoise Green, Slate Grey, and Lithium White, with an Indigo Blue interior, in case you’re into low-budget luxury cosplay.

Of course, the Geely Galaxy E5 and Proton e.MAS 7 aren’t the only Chinese-derived EVs borrowing heavily from Porsche’s design playbook. The taillights on the BYD Han sedan and Song L crossover look blatantly inspired by the Porsche Panamera and Cayenne Coupe, just like Geely’s own Galaxy E8 sedan.

Powertrain and Batteries

Back to Proton, the e.MAS 7 shares its underpinnings and specifications with its Geely twin. It rides on Geely’s Global Intelligent New Energy Architecture (GEA) and packs a single front-mounted electric motor producing 215 hp and 320 Nm of torque. It’ll hit 0-100 km/h (62 mph) in 6.9 seconds, which is decent, making it the quickest Proton yet, but still firmly in “That’s fine, I guess” territory.

There are two options for the battery pack with a capacity of 49.52 kWh or 60.22 kWh, allowing WLTP ranges of 345 km (214 miles) or 410 km (255 miles) respectively. As reported by Paultan, Proton claims that the battery retains a health status of 90.5% after 921 complete cycles, which is the equivalent of 400,000 km (~250,000 miles)

Here’s where Proton is banking on the e.MAS 7 standing out—its price tag. The EV starts at RM109,800 ($24,400) and tops out at RM123,800 ($27,500). That’s significantly cheaper than its main rival, the BYD Atto 3, which starts at RM149,800 ($33,259), and is currently the best-selling EV in Malaysia.

Lexus recently slashed the price of the 2025 RZ to $43,975 which meant it was $490 cheaper than the 2024 Toyota bZ4X. The mainstream brand is now addressing that discrepancy by cutting the cost of entry to $37,070 before a $1,395 destination and handling fee.

That’s $6,000 less than last year’s model, but the crossover still costs significantly more than the Chevrolet Equinox EV, which starts at $33,600 and has an EPA-estimated range of 319 miles (513 km). That compares to a mere 252 miles (406 km) for the most efficient version of the bZ4X.

More: 2025 Toyota bZ4X Gets $10,000 Lease Discount And 0% APR Before It Even Hits Dealers

The range-topping Limited trim starts at $41,800 for a reduction of $5,380. While the price cut isn’t as drastic as on the XLE, buyers will find three new driver assistance systems. They include Front Cross-Traffic Alert, Lane Change Assist, and Traffic Jam Assist. The latter system is the most notable as it allows for hands-free operation at speeds under 25 mph (40 km/h) on controlled access freeways.

The other big change for 2025 is a new Nightshade Edition. It starts at $40,420 and is based on the XLE with all-wheel drive.

The model has black badging, black door handles, a black spoiler, and 20-inch wheels with a black finish. Buyers will also find a leather-wrapped steering wheel as well as SofTex and fabric-trimmed seats with red contrast stitching.

The 2025 bZ4X is slated to arrive at dealerships early next year and customers will find a familiar powertrain lineup. Front-wheel drive variants have a 71.4 kWh battery pack that powers a 201 hp (150 kW / 204 PS) electric motor. All-wheel drive models have a slightly larger 72.8 kWh battery and a dual-motor setup producing a combined output of 214 hp (160 kW / 217 PS).

2025 Toyota bZ4X Pricing

The Abarth 500 series is one of the most recognizable sporty small cars launched in the past two decades. While it may lack the brute power of some larger hot hatches, its diminutive size and nimbleness have earned it a unique place in its class, making it a favorite for driving enthusiasts who value agility over outright speed.

The all-electric 500e retains much of the same charm as its internal combustion sibling. Although it carries additional weight due to its battery pack, it remains just as compact and maneuverable. However, the question looms: does it possess the right blend of performance and character to live up to its predecessors, or is it a misstep from Stellantis, the automotive juggernaut that’s fighting for survival in an ever-evolving market?

QUICK FACTS

A pricey proposal

It’s impossible to talk about the Abarth 500e without first discussing the price. In Australia, it starts at AU$58,900 (~$38,100) before on-road costs. Compared to the regular Fiat 500 La Prima that initially launched at AU$52,500 (~$33,900) but has since been reduced to AU$49,990 (~$32,300), that’s not bad value for money, given all of the upgrades made to the Abarth version.

However, the Abarth 500e doesn’t represent such good value for money when compared to other sporty EVs out there. For instance, the more practical MG 4 X Power, boasting 320 kW (429 hp), starts at AU$59,990 ($38,800). Similarly priced are the larger Cupra Born, also beginning at AU$59,990 ($38,800), and the Chinese Ora GT, which comes in at a more affordable AU$46,990 ($30,400).

Additionally, a range of bigger and roomier electric sedans and SUVs, such as the BYD Seal and Tesla Model Y, also start around the AU$60,000 ($38,800) mark. Considering the Abarth’s significantly smaller size compared to these alternatives, one might reasonably expect a lower price point.

Abarth continues to sell the combustion-powered 695 alongside the 500e and it too is much cheaper. In fact, it starts at AU$38,900 (~$25,100), all while packing more grunt than the EV, looking just as sporty and having the same tiny footprint. Has Abarth done anything to make the 500e feel worthy of its hefty price tag?

What changes have been made?

To start, Abarth has overhauled the exterior design and done a fine job of it. The front end has been tweaked to look much more aggressive than the standard model, and when painted in Acid Green like our test car, the 500e turns heads in a way that few other vehicles at this price point can. Providing some extra flair are 18-inch wheels, Scorpion badges on the rear quarter panels, and a beefy rear end that looks suitably sporty for a model with an Abarth badge.

Read: Abarth Is Done With ICE, Eyes A Larger Electric SUV

Then there’s the performance. Like the regular 500e, the Abarth is powered by a single electric motor driving the front wheels. However, whereas the standard model is capped at 87 kW (117 hp) and 220 Nm (162 lb-ft) of torque, the Abarth ups the ante with 114 kW (153 hp) and 235 Nm (173 lb-ft). Driving the front-mounted motor is a 42 kWh battery, and Abarth says the tiny hatch can hit 100 km/h (62 mph) in a respectable 7 seconds.

Photos Brad Anderson/Carscoops

A nicer but cramped cabin

Plenty of changes have been made to the interior, too. Unsurprisingly, it’s just as compact as the standard model but feels slightly more premium thanks to a slew of nicer materials. These include black Alcantara on the steering wheel and dashboard, bright blue and green contrast stitching, and prominent Abarth emblems on the steering wheel and pedals. A set of sports seats comes standard, and they, too, include a nice mix of Alcantara and leather.

Unfortunately, and much like the petrol-powered 695, the seats of the 500e are mounted way too high, resulting in an odd driving position for a sporty hatch like this. This also limits headroom, and at 6’2”, my hair would occasionally brush against the ceiling. It’s also a shame the Abarth has the same flimsy and wafer-thin sunshade for the glass roof as the standard model. It does a poor job of blocking the sun and an even poorer job of blocking unwanted heat from entering the cabin.

Despite the car’s compact size, storage is decent. There are reasonably spacious door pockets, a wireless phone charger, and a surprisingly deep center console. The lack of a tunnel between the front seats also adds to the practicality.

Found in the center of the dash is a 10.25-inch infotainment system that includes wireless and wired Apple CarPlay and Android Auto. However, wireless Android Auto proved troublesome during our week with the car. On more than a dozen occasions, the system unexpectedly disconnected from my phone while driving. It would quickly reconnect but after 10 or 15 minutes, would disconnect once again. It was more stable when using a USB-C cable, but it still dropped out a couple of times.

The 7-inch digital instrument cluster is nicer. It’s clear and crisp and offers a slew of different display settings.

The second row is tight and not suitable for adults. Even teenagers will struggle to get back there. We wouldn’t go as far as to say the rear seats are useless but they serve very little purpose other than to ferry small children around, something which we suspect few Abarth owners do. It’d be nice if Abarth offered an option to remove the rear seats, as it would help to make the compact trunk a little more practical.

A punchy performer

Driving the Abarth 500e in a host of different environments reveals plenty of perks, as well as a few faults. In a straight line, it is spritely enough that you have to brace your neck when accelerating or risk slamming your head into the headrest. Where the 500e shines, though, is in handling.

Photos Brad Anderson/Carscoops

Tipping the scales at 1,335 kg (2,943 lbs), it’s not exactly a featherweight given its size. However, the short wheelbase and low center of gravity make it feel like a circa 1,000 kg (2,200 lbs) car. The steering is light and direct, making the Abarth heaps of fun to toss in the turns. It does feel a little numb to steer, but that’s to be expected for the revised electric power steering.

The grip is superb. Aussie-delivered examples come standard with Bridgestone Potenza Sport tires, one of the better ultra high performance summer shoes on the market. The front end offers plenty of bite, and it’s easy to push the tires to the limit of adhesion without exceeding it. It feels like a ferocious French bulldog, clawing at the pavement and sprinting away on the corner exit. The brakes are also very impressive, even though they’re quite small.

Photos Brad Anderson/Carscoops

Efficiency is another one of the 500e’s strong suits. Abarth says the hatch can travel up to 253 km (157 miles) on a single charge, a decent figure when you consider it only has a 42 kWh pack. During our time with the key, which included several ~60 km (37 miles) jaunts, we averaged 13.3 kWh / 100 km, making it one of the more efficient EVs we’ve tested and almost matching the standard Fiat 500e.

Review: The Fiat 500e Review Is A Stylish EV But At What Cost?

A trio of driving modes are offered. For everyday driving, the Abarth is best left in Turismo mode, which slows the throttle response and turns on one-pedal driving. A Scorpion Street mode is also offered. It makes the hatch feel much more responsive while retaining the one-pedal mode. The fiercest mode is Scorpion Track, which feels very similar to Scorpion Street but significantly reduces the regenerative braking.

The overly firm ride was a bit of a letdown. As someone who daily drives a Renault Megane RS, a hot hatch known for having a firm ride, I’m used to some level of harshness on the road, but the Abarth 500e is noticeably stiffer, not only compared to my Megane RS but others at this price point. The positive of the suspension setup is that the car has very little roll while cornering.

Silly sounds

Engineers from Abarth spent over 6,000 hours developing a Sound System Generator for the 500e designed to replicate the sounds of its ICE-powered models. It is… interesting, to say the least.

The sound generated from the external speaker is quite organic and does a better job of replicating a combustion engine than the synthetic soundtrack used by the Hyundai Ioniq 5 N. However, it’s far from perfect, which makes me wonder just how hard those engineers were working during those 6,000 hours.

My biggest criticism of the system is immediately apparent when you start driving the 500e with the sound turned on. While accelerating, having a thumping soundtrack adds to the thrill of driving the car. However, once you hit the speed limit and start cruising, the speaker continues to pump out an exhaust note just as loud as when you’re accelerating. It’s as if you’re sitting at the top of 2nd gear in an ICE car and almost bumping into the rev limiter.

By comparison, the Ioniq 5 N’s fake sounds work in conjunction with the augmented eight-speed transmission, meaning you can manually go into ‘8th gear’ and limit the sounds. The Hyundai also offers 20 different levels of sound output, whereas the Abarth only has one.

Activating the external speakers is also a pain. The setting is buried within the gauge cluster and requires several taps to find. We can forgive Abarth for this, as burying drive settings in clusters and infotainment displays has become commonplace across the industry. However, the settings menu needed to access the speaker control is only available when the car is stationary, not when you’re on the move. That means the soundtrack can only be turned on or off when the car is stopped.

Verdict

The Abarth 500e does have its appeal, as it’s genuinely fun to drive, grips the road like a caffeinated gecko, and has the kind of looks that make heads turn. But let’s not beat around the bush: it’s exorbitantly expensive. With a AU$20,000 ($12,800) premium over the ICE-powered Abarth 695, it’s hard not to see this as Stellantis banking on brand loyalty while leaving buyers to absorb the financial punch. And then there’s the competition—more practical, better-equipped EVs in the same price range that leave the 500e feeling like a shiny toy with a sky-high price tag. Fun? Sure. Worth it? That’s a harder sell.

Photos Brad Anderson/Carscoops

Renault has unveiled the production version of the 2022 R5 Turbo 3E Concept, serving as a modern-day successor to the classic R5 Turbo I and II from the ’80s and the Clio V6 from the ’00s. The hyper hatch rides on a bespoke platform and features a fully electric RWD powertrain with over 500 hp.

The third iteration of the R5 Turbo homologation special has retro-futuristic styling, looking like a heavily redesigned restomod on steroids. It retains the signature boxy fender flares of the original, although here they are combined with oversized wheels shod in ultra-wide tires.

More: Radical New Renaults Will Ditch Conventional SUV Body Styles

The exterior has evolved compared to the concept, adding a sleeker greenhouse and reworked aerodynamics. The pronounced bumpers and side skirts are finished in white, contrasting with the yellow bodywork and the black roof.

The LED headlights appear to be a modernized version of the classic R5, while the taillights are sourced from the new R5 E-Tech Electric. The charging port is hidden in one of the side intakes, which were designed to cool the electric powertrain.

Despite the resemblance, the R5 Turbo 3E is not mechanically related to the standard Renault 5, as it rides on a bespoke carbon monocoque chassis which is said to be “both lightweight and extremely stiff”.

The French pocket rocket is powered by two electric motors mounted in the rear wheels. With a combined output of over 500 hp (373 kW / 507 PS), the R5 Turbo 3E is the most powerful production model by Renault, promising a 0-100 km/h (0-62 mph) in under 3.5 seconds.

Luca de Meo, Renault Group CEO, said that the R5 Turbo 3E is something for “only for the brave”, adding that “it’s going to be fun”. According to the company, “the Group is bringing the best of its skills and expertise to the development of this ultimate Renault brand icon”, likely hinting at Alpine’s involvement in the project.

Renault didn’t announce details about the production model’s availability and pricing, but Autocar reports it will arrive in 2026. Judging from the bespoke nature of the build, we expect it to be offered in limited numbers and at a high price.

The automaker offered a glimpse to the R5 Turbo 3E in the “Anatomy of a Comeback” documentary series that is available on Prime Video. The reveal, which you can watch in the video below, took place behind the closed doors of the design center. It was hosted by Renault Group CEO Luca de Meo, Renault CEO Fabrice Cambolive, and Vice President of Renault Design Gilles Vidal.

Toyota’s latest entry into the ever-growing electric SUV game, the Urban Cruiser, has just been unveiled. And let’s be honest, if you think it looks familiar, you’re right. It’s basically a Suzuki e-Vitara in disguise, just with a Toyota badge and some slightly sharper edges. The Urban Cruiser is available in both FWD and AWD, offering what Toyota claims is a “spacious” cabin, for its size, at least.

Sizing Up the Urban Cruiser’s Footprint

Measuring 4,285 mm (168.7 inches) long, the Urban Cruiser slots in between the Yaris Cross and the C-HR in Toyota’s crowded European SUV lineup. Its exterior is heavily influenced by last year’s Urban SUV Concept, with just enough toned-down features to make it acceptable for production—basically, Toyota’s way of saying, “We liked that design, but we needed it to be less ‘concept car’ and more ‘can sell in 2025.’”

More: Toyota’s bZ3X Is A Sub-$14k Electric SUV That Americans Can’t Have

Now, if you’re wondering what makes it distinctly Toyota, it’s the face. Hammerhead headlights and unique tail light graphics set it apart from its Suzuki twin, but that’s pretty much where the differences end. Oh, and the wheels, they’re identical to the e-Vitara’s, so don’t bother squinting too hard when you spot one on the road.

Interior

The same goes for the interior, which features a bulky digital cockpit with a 10.25-inch instrument cluster and a 10.1-inch infotainment screen. The floating center console is decked out in glossy black inserts, paired with dark-themed upholstery. Options include a JBL premium audio system and a fixed sunroof, while all trims come standard with an array of ADAS.

Despite the small footprint of the Urban Cruiser, Toyota claims that the interior can be as spacious as a midsize SUV offering. This is made possible by the EV underpinnings and the generous wheelbase of 2,700 mm (106.3 inches), which is 140 mm (5.5 inches) longer compared to the Yaris Cross. Furthermore, the rear bench seats have sliding and reclining functions for added practicality.

Powertrain Options

As with its Suzuki twin, the Toyota Urban Cruiser rides on an EV-dedicated architecture and will be available with three power outputs and two lithium-iron phosphate battery options. The FWD models deliver 142 hp (106 kW / 144 PS) or 172 hp (128 kW / 174 PS) from a single electric motor, while the AWD version is good for 182 hp (135 kW / 184 PS) from a dual-motor setup. The smaller 49 kWh battery is exclusively available with FWD, while the 61 kWh unit can be had with both FWD and AWD.

WLTP range figures haven’t been disclosed yet, but the Urban Cruiser does feature an energy-saving heat pump for the A/C and a manually activated battery pre-heating function—ideal for colder climates.

Market Debut

The Toyota Urban Cruiser will make its first public outing at the 2025 Brussels Motor Show in January. Pricing will be announced closer to market launch in Europe sometime next year.

Toyota states that it is committed to achieving zero CO2 emissions in Europe by 2035 and full carbon neutrality by 2040. The automaker aims to have 15 zero-emission vehicles in its lineup by 2026, including six BEVs on a dedicated platform.

Luxury, meet electricity. Stellantis’ French luxury marque, DS Automobiles, has launched the DS N°8, a fully electric fastback crossover that signals a fresh direction for the brand. If you’re typing on a tight deadline, you might prefer “DS No8,” but the former adds a touch of French flair. This flagship also marks the marks the brand’s first production model to utilize Stellantis’ STLA Medium architecture.

The exterior design draws heavily from the DS Aero Sport Lounge concept, a design exercise first revealed in 2020, with an emphasis on aerodynamics. The roofline is sleek, and the bodywork is finely tuned to achieve a drag coefficient of just 0.24 cd, which not only enhances efficiency but extends the driving range.

More: DS Marks 10th Anniversary With Slammed SM Tribute Concept

At the front, the standout feature is the fully covered grille with an illuminated backdrop and DS emblem. The slim DS Pixel Vision headlights are paired with sharp DRLs that extend toward the bumper, evoking Peugeot-like vibes. Their shape is mirrored by the taillights, creating a new lighting signature for the brand. Another distinctive element is the steeply raked C-pillars, leading to an integrated rear spoiler.

The extended duo-tone exterior with a deep black finish for the upper portion of the bodywork complements the subtle plastic cladding on the lower end. Additional notable details include 21-inch forged wheels of the high-spec model, the flush door handles, and the N°8 emblem on the tailgate.

The DS N°8 measures 4.82 m (189.8 inches) long, 1.90 m (74.8 inches) wide, and 1.58 m (62.2 inches) tall, with a wheelbase of 2.90 m (114.2 inches). This means it is longer than the Peugeot 408 and Citroen C5 X fastback crossovers from the fellow Stellantis brands. Still, it remains 12 cm (4.7 inches) shorter than the more conventional DS 9 sedan.

A Premium Cabin

Inside, the premium aesthetic is in line with DS Automobiles’ upscale positioning within the Stellantis portfolio. The 10.25-inch digital instrument cluster is positioned behind a four-spoke steering wheel, joined by a wide 16-inch infotainment touchscreen in the middle of the dashboard, and an augmented-reality head-up display.

The “double-decker floating center console” with its star-inspired backlit graphics and crystal-like switches feels like it was plucked straight from a concept car. Furthermore, DS designers incorporated ambient lighting to accentuate the dashboard inserts, which seamlessly flow into the door panels. The latter incorporate some of the 14 speakers of the Electra 3D audio system by Focal, integrated within the perforated aluminum trim.

The bolstered seats are designed for comfort, featuring massaging, cooling, and heating functions for the front passengers – including a neck warmer. According to DS, there is plenty of room for the rear passengers, who also benefit from cooled and heated seats.

Options for the upholstery include Alcantara and full-grain Nappa leather, which are manufactured from recycled materials. The available panoramic glass roof has laminated glass and an infrared treatment, while the boot has a generous capacity of 620 lt (21.9 cubic feet).

The DS-specific suspension setup includes a standard variable damping system. A camera scans the road with the help of altitude sensors and accelerometers, ensuring optimal comfort and handling. The company has also put a lot of emphasis on sound insulation, using ultra-absorbent materials and double-layer laminated glass for a silent ride. Finally, the DS Drive Assist 2.0 suite gives the N°8 semi-autonomous capabilities.

Electric Exclusivity and STLA Underpinnings

The DS N°8 shares its STLA Medium underpinnings with the Peugeot 3008/5008, Opel Grandland, and the upcoming Citroen C5 Aircross. However, unlike the aforementioned SUVs which are also available in mild-hybrid and PHEV forms, the DS N°8 will be exclusively offered with fully electric powertrains. The same will apply to the upcoming Lancia Gamma, which is expected in 2026 as a sister model to the DS N°8.

In the DS, the FWD versions are powered by a single electric motor generating 227 hp (169 kW / 230 PS) or 242 hp (180 kW / 245 PS), with an extra 30 hp (22 kW / 30 PS) from a temporary boost function. The most powerful AWD model features dual electric motors producing a combined 345 hp (257 kW / 350 PS), or up to 370 hp (276 kW / 375 PS) with the boost function enabled. The latter allows the 0-100 km/h (0-62 mph) sprint to be completed in 5.4 seconds. Independently of the powertrain, top speed is limited to 190 km/h (118 mph).

Battery options include 74 kWh and 97.2 kWh units, offering up to 572 km (355 miles) and 750 km (466 miles) of range respectively, although the maximum figure for the AWD model is 686 km (426 miles). The 400V batteries are compatible with fast charging of up to 200 kW DC, with the 20-80% charge being completed in 27 minutes. DS hopes that 90% of the charging will take place at home or at work, which is why they offer a home charger as standard with the N°8.

According to DS, the N°8 will be launched in Europe from mid-2025. Pricing will be announced closer to the market launch.

DS Automobiles

BYD’s Fang Cheng Bao brand is adding another model to its growing line-up and this one might be the most compelling of them all. It’s dubbed the Titanium 3 and was previewed earlier in the year when it was known simply as the Bao 3. It will be sold alongside the larger Bao 5 and Bao 8 models.

Photos from China’s Ministry of Industry and Information Technology reveal the small SUV has a rather rugged and flamboyant design. The front end has headlights that remind us of the current Honda Ridgeline and a blacked-out central area where a grille would ordinarily sit. However, as the 3 is all-electric, it doesn’t need a grille anyway.

Read: Fang Cheng Bao’s 3 SUV Teased As Yet Another BYD Creation

BYD’s designers have gone to town on the sides of the Titanium 3, crafting bulbous front and rear wheel arches that stretch into the front and rear doors, giving the SUV plenty of character. A set of black fender flares also stand out, as do the handful of different 18-inch and 19-inch wheels that will be available.

The rear is perhaps even more unique than the front. LED taillights come standard, and there’s a large storage box on the tailgate, but as it’s square, it doesn’t actually carry a spare wheel and might be used for carrying charging cables or other goodies. Like the front bumper, the rear one is finished in black plastic.

Powering the new Fang Cheng Bao will be BYD’s lithium-iron-phosphate Blade batteries. Power will come from a front-mounted 148 hp (110 kW) electric motor and a 268 hp (200 kW) one at the rear axle. There’s no word on how quickly the 3 will accelerate, but it has a quoted top speed of 125 mph (201 km/h).

Chinese data reveals the Titanium 3 measures 4,605 mm (181 inches) long, 1,900 mm (74.8 inches) wide, and stands 1,720 mm (67.7 inches) tall, with a 2,745 mm (108-inch) wheelbase. It tips the scales at 2,170 kg (4,784 lbs) and, as mentioned, will offer 18- and 19-inch wheels clad in 235/60 and 245/50 tires. It can also be optioned with a large storage box on the roof to carry a drone.

The Callum Skye continues its slow march to production as the company has revealed its minimalist interior. While it doesn’t fully escape the ‘iPad on the dash’ trend, the company’s design-focused roots are on full display.

This is clearly seen in the stylish steering wheel, which appears to be wrapped in leather and microfiber upholstery. More notably, there’s a Vitamin C loop, which is echoed by matching door pulls.

More: Callum Skye Goes Up For Order As An Exclusive And Pricey EV

Speaking of the doors, they have a two-tone design as well as a satin gun metal grey accent. Buyers will also find a “deconstructed tartan” flourish that has been digitally printed onto the leather pads.

Elsewhere, there are large analog gauges as well as a small touchscreen display that supports Android Auto and Apple CarPlay. Further below, there’s a minimalist center console that features touchscreen rotary dials, a push-button shifter, and a handful of other controls. They’re joined by two tiny cup holders and what appears to be stainless steel pedals with rubberized accents.

Callum didn’t delve into many specifics, but said the model has Bridge of Weir semi-aniline leather sport seats with contrast stitching. They’re joined by a removable rear bench, which is said to be suitable for children.

Besides revealing the production-intent interior, the latest Skye prototype has body panels made from a flax composite with bio-resin. Callum said these panels could eventually be offered as an option on the road-going model.

As a refresher, the Skye measures 159.3 inches (4,047 mm) long and features a 42 kWh battery pack, all-wheel drive, and an estimated range of 170 miles (274 km). The car is slated to accelerate from 0-60 mph (0-96 km/h) in less than four seconds as well as cost between £80,000 ($101,987) and £110,000 ($140,232).

In the world of ultra-budget EVs, standing still is as good as falling behind. The SAIC-GM-Wuling joint venture seems to understand this all too well, unveiling a reimagined Hong Guang Mini EV that swaps its boxy austerity for curves and finally adds a five-door option to the mix.

More: GM’s Wuling Hong Guang EV Is A $10k Minivan With A Tesla Face

The best-selling EV family in China has more than 1.4 million cumulative sales since the debut of the original Hong Guang Mini EV in 2020. However, the growing number of competitors has caused its sales to drop over the past two years, prompting the company to perform a comprehensive redesign.

A Smoother Shape, Same Miniature Footprint

The new Hong Guang Mini EV abandons its angular roots in favor of a more rounded, approachable design. The softened headlights and curvier silhouette draw inspiration from Wuling’s slightly larger Bingo EV supermini, but the Mini EV stays true to its identity with diminutive 13-inch wheels and a playful presence.

Perhaps the most notable upgrade is the addition of a five-door version, offering significantly improved practicality over the three-door model, which remains available. Both variants share the same front and rear styling, leaving the side profile as the only clue to tell them apart.

SAIC-GM-Wuling

Bigger Dimensions, Better Space

Regardless of the bodystyle, the new Wuling Hong Guang Mini EV measures 3,256 mm (128.2 inches) long, 1,510 mm (59.4 inches) wide and 1,578 mm (62.1 inches) tall, with a wheelbase of 2,190 mm (86.2 inches). This makes it 336 mm (13.2 inches) longer compared to its three-door-only predecessor, with an extra 250 mm (9.8 inches) between the axles.

Inside, the restyled dashboard incorporates a digital cockpit with two separate displays, physical knobs for the climate controls on the center console, and a matching gear selector between the seats. According to Wuling, the stretched wheelbase results in a more spacious cabin, especially for the rear passengers.

More: SAIC-GM-Wuling’s New Concept Is Part Lancia, Part Sci-Fi Dream

While Wuling hasn’t shared all the technical specs, Chinese MIIT filings reveal that the new model retains a single rear-mounted electric motor producing 40 hp (30 kW), the same as the most powerful version of the outgoing Mini EV. Power is supplied by a lithium iron phosphate battery of unspecified capacity. Range figures remain unconfirmed, but the current model offers up to 280 km (170 miles) with its largest available 26 kWh battery pack, so expectations will likely be in a similar ballpark.

SAIC-GM-Wuling will start accepting orders for the new Hong Guang Mini EV soon, as the first examples have already been spotted in Chinese dealerships. Pricing will be announced at a later date, although we don’t expect big changes compared to the outgoing model’s starting price of ¥32,800 ($4,500).

MIIT

The EV world lit up with speculation yesterday after reports emerged from China stating that Tesla, and specifically its Head of Investor Relations, Travis Axelrod, had confirmed plans for a new lower-cost EV set to debut next year during a Deutsche Bank meeting in NYC on Monday.

Predictably, the rumor mill began grinding away. To separate fact from fiction, we obtained a copy of Deutsche Bank’s report summarizing the meeting. While the report offers some clarity on Tesla’s ambitions, it stops short of providing concrete details, leaving plenty of room for speculation about what’s to come.

Future Cars: Everything We Know About The 2026 Tesla Model Y ‘Juniper’

According to the Deutsche Bank report, Axelrod participated in the bank’s Autonomous Driving Day in New York, where discussions centered around Tesla’s Full Self-Driving (FSD) technology, robotaxi development, and the Optimus humanoid robot. Somewhere in this high-tech mix, Tesla’s product plans for 2025 emerged, though the details were far from comprehensive.

Product Roadmap

The Deutsche Bank report offers a broad overview of the meeting, albeit without attributing direct quotes to Axelrod. However, the context strongly suggests that the new lower-cost model was a key topic of discussion. If true, this marks a significant shift in Tesla’s product strategy for the coming years.

The report outlines Tesla’s strategy to unveil several new vehicles in 2025:

New models and 2025 volume growth

• A new, entry-level EV referred to as “Model Q” is set to launch in the first half of 2025. It will reportedly be priced under $30K with subsidies (or $37,499 without).
• In the second half of 2025, Tesla is expected to release additional models aimed at expanding its total addressable market (TAM). One of these is believed to be a 3-row, longer-wheelbase Model Y variant, likely exclusive to China.
• Tesla plans to build all new models on existing production lines, emphasizing efficient use of capacity to achieve its targeted 20–30% volume growth in 2025.
• While management remains confident in scaling up the China supply chain, the high end of Tesla’s volume target will require flawless execution, particularly in North America.
• The company’s plans for its Mexico plant remain dependent on geopolitical developments and tariff policies under the new Trump administration.

A Budget (Driveable) Tesla

Now, let’s dissect the key points regarding the model presentations. Arguably, the most noteworthy aspect here is the introduction of a more affordable model, tentatively named “Model Q” by Deutsche Bank rather than Axelrod himself. Notably, the report made no mention of specifications or the rumored “Redwood” codename circulating online.

Elon Musk has been skeptical of low-cost models in the past, not out of dislike, but because of the significant challenges in achieving profitability, maintaining quality, and overcoming high development and production costs.

Back in October, during an investor call, he stated, “Having a regular (aka driveable) $25K model is pointless. It’d be silly.” That said, the projected $30K price point for the Model Q doesn’t contradict Musk’s remarks. If anything, it suggests Tesla is threading the needle by offering a lower price point without completely compromising its profitability.

Future Cars: What Could A Tesla Model 2 Look Like?

Currently, Tesla’s least expensive vehicle in North America is the RWD, single-motor Model 3, priced at $34,990 with the $7,500 federal tax credit (or $42,490 without). This makes the introduction of a sub-$30K Tesla a significant move – assuming it’s more than just a smaller, stripped-down version of the Model 3.

What Form Could The Model Q Take?

If the Model Q materializes, it begs the question: will it be an entirely new, compact offering or a derivative of existing models like the Model 3 or Y? Perhaps it could take shape as a smaller hatchback with crossover-like proportions, as shown in our rendering. A more far-fetched, albeit intriguing, possibility might involve a driveable version of the Cybercab. But I digress. It’s anyone’s guess at this point, but the report points to a reveal in the first half of 2025, meaning we won’t have to wait long for answers.

Stretched Model Y For China

The Deutsche Bank report also confirms recent rumors from China about a stretched, three-row version of the Model Y. This longer-wheelbase variant is designed specifically for Chinese buyers and is expected to build upon the refreshed Model Y, codenamed “Juniper,” which is set to debut next year. The addition is logical in a market where larger/longer family vehicles are highly appealing, enabling Tesla to better compete with local rivals.

What Else Is Coming?

As for the “other new models” mentioned in the report, details remain vague. However, Tesla’s focus on expanding its Total Addressable Market (TAM) indicates the company is aiming to capture new customer segments – whether through pricing strategies, diverse body styles, or regional exclusivity.

More: Musk Predicts Tesla’s 2025 Sales Will Surge 30%, Gives A Nice Boost To Share Prices

Additional points in the report highlight Tesla’s confidence in scaling its supply chain, particularly in China, while also emphasizing the challenge of flawless execution in North America. Regarding Tesla’s much-discussed Mexico plant, its future hinges on geopolitical factors and tariff policies under the new Trump administration, which is an unpredictable variable, to say the least.

A Critical Year Ahead

While the Deutsche Bank document offers an intriguing glimpse into Tesla’s roadmap, it stops short of providing concrete details. What we do know is that 2025 is shaping up to be a pivotal year for the EV maker, with affordability and versatility taking center stage.

Looming over all of this, however, is the potential for a seismic shift in America’s EV policy. If the upcoming Trump administration scraps the $7,500 federal tax credit – arguably the key driver of EV sales – Tesla and the broader industry could face serious headwinds. Germany serves as a cautionary tale; after subsidies were cut in December 2023, Tesla’s sales there plummeted by over 43% this year.

Obviously, the stakes couldn’t be higher. Yet, as always with Tesla, the answers remain as unpredictable as the company itself.

Puts and takes for 2025 margins

• Tesla explained that 2025 will be a year of product launches, and whenever that happens, there will be disruption to profitability as it will be in the early days of building a product and have more inefficient fixed cost absorption.
• But this could be offset by a lower cost of goods sold from the more affordable products.
• 2025 margins will also hinge upon where ASP (Average Selling Prices) lands based on the demand curve.
• The main goal is to focus on growing volume and garnering incremental gross profit (as opposed to targeting a certain gross margin %), delivering at least overall FCF (Free Cash Flow) breakeven. The auto business is basically funding more ambitious future projects.

In Western markets, Honda has lagged behind several competitors in the race to develop and launch compelling battery-electric vehicles. However, over in China, the automaker has been more agile in responding to shifting market trends. The Ye P7 marks the first of three new EVs Honda is rolling out locally, demonstrating a strategic push to reclaim its footing in the electric vehicle arena.

The crossover, branded as the Ye P7, was initially previewed in April alongside the Ye S7 crossover and the Ye GT Concept, a sleek low-slung sedan. These newly released images showcase the Ye P7 in its production form for the first time. Thanks to the diligent disclosures from China’s Ministry of Industry and Information Technology, we now have access to additional technical specifications that shed light on this latest offering from Honda.

Read: Honda Takes On BYD With New Ye EV Brand, Shows SUVs And GT Concept

Honda plans to manufacture the Ye P7 in collaboration with its local joint venture partner, GAC. Measuring 4,750 mm (187 inches) in length, 1,930 mm (75.9 inches) in width, and standing 1,625 mm (63.9 inches) tall, the crossover boasts a long wheelbase of 2,930 mm (115.3 inches). The new electric model weighs in at 2,305 kg (5,081 lbs) and comes standard with imposing 21-inch wheels.

The battery pack is a lithium-ion unit sourced from CATL. While we don’t yet know the capacity of this battery, we do know it drives a 201 hp (150 kW) front-mounted motor and a 268 hp (200 kW) rear-mounted motor. That’s enough to send the Ye P7 to 62 mph (100 km/h) in 4.6 seconds, making it substantially quicker than a Civic Type R.

Visually, Honda seems to have taken at least some inspiration from higher-end crossover vehicles like the Ferrari Purosangue and Toyota Crown Sport with lobster claw-shaped LED headlights and a light bar. The hood is quite pronounced, complete with bumps on either side that flow neatly to the base of the A-pillars.

Adding to the somewhat rugged looks of the crossover are squared-off gloss black fenders and angular skirts. One surprising feature that has made its way through to production from the concept model is the rear-facing door cameras in the place of traditional wing mirrors. Door handles that sit flush with the bodywork are also standard.

Spin around to the rear and there are LED taillights that match up nicely with the headlights. There’s also a large Honda badge and plenty of gloss black elements.

These photos don’t show the interior of the Ye P7 but the concept’s cabin looked pretty close to production. It included a massive central touchscreen display housing all important settings, including the HVAC controls. It also featured a single wireless phone charging pad and a dedicated digital instrument cluster perched towards the top of the dashboard.  

Thew new Honda Ye P7 is expected to make its market launch in China later this year.

BYD is working on a mid-lifecycle update for the Dolphin EV, four years after its debut. The facelifted version of the small electric hatchback is expected sometime next year, with styling upgrades and the addition of a new powertrain option.

Photos of the 2026 BYD Dolphin appeared on the Chinese Ministry of Industry and Information Technology website, months ahead of the official unveiling. The highlight is the redesigned headlights that extend on the front fenders, slightly reminiscent of the original Chevrolet Bolt.

Review: 2024 BYD Dolphin Swims Ahead In The Low-Cost EV Stakes

Other changes at the front include the slimmer grille and the smaller bumper intakes. The profile is largely carried over with the exception of new 16-inch and 17-inch wheels. The tail looks familiar, but gains a cleaner design for the bumper and the taillight graphics, bringing it closer to the more recent BYD Seal 06 GT.

According to the MIIT documents, the facelifted EV measures 4,280 mm (168.5 inches) long, 1,770 mm (69.7 inches) wide, and 1,570 mm (61.8 inches) tall, with a 2,700 mm (106.3 inches) wheelbase. This makes it 155 mm (6.1 inches) longer than the Chinese-spec Dolphin that debuted in 2021, and only 10 mm (0.4 inches) shorter than the global-spec version that followed in 2023.

We didn’t get to see the interior, which could gain new tech features and slightly redesigned trim.

The 2026 BYD Dolphin will be available with three different outputs, generating 94 hp (70 kW / 95 PS), 174 hp (130 kW / 177 PS), and 201 hp (150 kW / 204 PS) respectively. The least and most powerful versions match the outputs of the current model, but the middle-spec EV is a new addition to the lineup.

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The refreshed Dolphin will be fitted with BYD Blade LFP battery packs. Current battery options in China include 44.93 kWh and 60.48 kWh units, allowing a CTLC range of 420 km (261 miles) and 520 km (323 miles) respectively.

Judging from the fact that BYD showed a slightly refreshed Dolphin lineup in early 2024, the facelifted model will likely reach the local market in mid-to-late 2025. The EV is currently priced between ¥99,800-129,800 ($13,800-17,900) in China, AU$36,890 (US$ 23,600) in Australia, and €36,990 ($38,940) in Netherlands before any local EV subsidies.

It’s been a lengthy 16 months since the 2025 Cadillac Escalade IQ first debuted, but only now has the automaker confirmed its full specs, including the electric SUV’s driving range. The Escalade IQ boasts an impressive GM-estimated range of 460 miles (740 km), setting a new standard for the Escalade lineup.

As anticipated, the electric SUV commands a premium price tag, starting at $130,000 ($129,990, to be exact) and topping out at $150,490 before factoring in a $2,290 destination and handling fee or optional add-ons. For perspective, this represents a considerable jump over the gas-powered Escalade, which starts at $89,950 for the base RWD model and maxes out at $121,890 for the long-wheelbase ESV Platinum trim. That said, the IQ still slots below the $164,990 V-Series ICE flagship.

More: EV Depreciation Shocker As Mercedes EQS Loses Almost Half Its Value In A Year

And that’s without factoring in the reality that, like most—if not all—EVs, the Escalade IQ is likely to experience significantly steeper depreciation compared to any other major vehicle types. This might be something worth considering for buyers weighing the commitment of a six-figure investment.

Four Trim Options

Cadillac is going to sell the Escalade IQ with a single powertrain option. The entry-level model is the Luxury 1 and comes standard with huge 24-inch polished wheels with black accents, an illuminated grille, basic LED headlights, and Galvano door handles.

Shoppers who want something that looks a little sportier can opt for the Sport 1, priced from $130,490. It has most of the same features as the Luxury 1 but sits on different 24-inch wheels with black center caps, features body-colored door handles, perimeter lighting, and Hudson Metallic nameplates.

Then we get to the two range-toppers, the Luxury 2 and the Sport 2, priced from $149,990 and $150,490, respectively. These models add trick new slim HED vertical headlights, better seats, a 36-speaker AKG Studio Reference audio system, power-adjustable second-row massage seats, and some extra standard safety features, including a wired trailer view camera. The Luxury 2 and Sport 2 can also be optioned with the Executive Second Row Seating Package.

2025 CADILLAC ESCALADE IQ MSRP

This option, priced at $7,500, adds an 8-inch rear screen, second-row executive seating with heating, and ventilation, a 10-point power massage function, dual wireless chargers, a custom rear floor console, tray tables, and a 40-speaker AKG audio system.

One Powertrain, Plenty of Power

As mentioned, regardless of trim, the Escalade IQ packs the same all-electric powertrain: a mammoth battery with over 200 kWh of capacity powering dual electric motors. Together, they produce 680 hp and 615 lb-ft (834 Nm) of torque. Enable the Velocity Max drive mode, and output spikes to 750 hp and 785 lb-ft (1,063 Nm), launching the luxury SUV from 0 to 60 mph (96 km/h) in under five seconds.

Read: 2025 Cadillac Escalade IQ Is A $130k Flagship Electric SUV With 450 Mile Range

There’s no word on how long it takes to fully charge the massive battery, but Cadillac says the 800-volt electrical architecture means up to 100 miles (161 km) of range can be added in 10 minutes through a DC fast charger.

The electric vehicle market in China is increasingly becoming a battleground for automakers looking to offer more for less, and Toyota’s latest entry, the bZ3X, promises to shake things up. Launched in partnership with Toyota’s GAC joint venture, this electric SUV is priced to undercut much of the competition, starting at just 100,000 yuan ($13,800) and capping out at 200,000 yuan ($27,500). With first deliveries slated for March next year, Toyota is making a serious play for value-conscious EV buyers.

Compact Power, Long(ish) Range

The entry-level model, known as the 430 Air+, comes equipped with a 50.03 kWh lithium-iron phosphate battery pack. That’s quite a small pack for an SUV of this size, but Toyota says it’s good for 430 km (267 miles) of range on a single charge. However, this is under the CLTC cycle, which is known to be quite generous. This battery powers a single electric motor with a quoted 221 hp (165 kW).

In addition to the 430 Air+, the SUV will also be available in 520 Pro+ and 620 Max forms, although limited details about these variants are known. If the naming strategy is any indication, they could have 520 km (323 miles) and 620 km (385 miles) of range respectively, which might necessitate a larger battery pack.

Read: Toyota bZ3C And bZ3X To Join China’s Crowded EV Market

The bZ3X is sized competitively within the compact SUV segment, measuring 4,600 mm (181.1 inches) in length, 1,875 mm (73.8 inches) in width, and 1,645 mm (64.7 inches) in height, with a wheelbase of 2,765 mm (108.8 inches). It has a curb weight of 1,835 kg (4,045 lbs).

Toyota has been working on the bZ3X for quite some time and previewed it earlier in the year alongside the smaller bZ3C crossover. The cabin of the bZ3X seems to be quite well-equipped and as standard, includes a 14.6-inch infotainment display and an 8.8-inch digital instrument cluster. It also rocks a two-spoke steering wheel, a wireless phone charger, and a split center console. An 11-speaker Yamaha audio system comes standard.

Perhaps most impressive is all the safety technologies that Toyota has crammed into its new EV. It’s equipped with no less than 11 high-definition cameras, three millimeter-wave radars, a lidar, and 12 ultrasonic sensors, enabling a raft of driver-assistance systems.  

The ever-expanding electric vehicle market in China is welcoming yet another new entrant, as Avatr introduces its fourth production model, the Avatr 06 sedan, which serves as an entry point in the brand’s lineup. The low-slung sedan is closely related to the Avatr 07 SUV that debuted earlier this year, combining Changan underpinnings, CATL batteries, and Huawei tech.

At first glance, the sedan resembles a smaller version of the Avatr 12 Gran Coupe. However, a closer look reveals more conventional proportions and a subtle evolution of the brand’s signature styling cues. These include slim, split-design LED headlights, a cleaner front bumper, and sleeker surfacing along the profile.

More: We Get Up Close To The Avatr 11 And 12 EVs From China Aiming To Shake Up The Luxury Market

The 06 sedan is also equipped with a suite of advanced sensors as part of the Huawei Qiankun ADAS system, including a roof-mounted LiDAR. The side mirrors have been replaced with cameras, a design choice that supposedly eliminates the need for a rear window—a trend that’s gaining traction, but still hard to embrace.The rear is finished off with a third brake light integrated into the edge of the sloping roofline, along with a discreet spoiler mounted on the tailgate.

The Avatr 06 measures 4,855 mm long, 1,960 mm wide, and 1,450 mm tall, with a wheelbase of 2,940 mm. That makes it 30 mm (1.2 inches) longer than the closely-related Avatr 07 crossover, and 135 mm (5.3 inches) longer than the Tesla Model 3.

Avatr / Weibo

While Avatr has yet to unveil the 06’s interior, it’s expected to follow in the footsteps of its more premium siblings, with a futuristic cockpit that includes large digital screens running Huawei’s Harmony OS and other high-tech features.

The 06 sedan shares the same CHN platform as the rest of the Avatr lineup. Although the company has not yet released full specifications, it’s safe to assume that the 06 will mirror the powertrain options of the 07 SUV. Expected variants include rear-wheel drive (RWD) and all-wheel drive (AWD) electric versions. The RWD variant will likely produce 338 hp (252 kW), while the AWD model should generate around 590 hp (440 kW). Both will be powered by an 82 kWh battery pack.

Additionally, there will be EREV (extended range electric vehicle) versions, combining a turbocharged 1.5-liter engine with a 39 kWh battery and offering the choice of one or two electric motors.

The Avatr 06 is set for a launch in China in early 2025, with the automaker hoping it will boost sales, particularly as the larger Avatr 11 and 12 models have fallen short of initial targets in the competitive Chinese EV market. Avatr is headquartered in Chongqing, with a development center in Shanghai and a design center in Munich, Germany.

The electric vehicle race is heating up, and Xiaomi is wasting no time staking its claim with the YU7 SUV, its second production model after the SU7 sedan. Aiming for a mid-2025 market launch, this tech-savvy SUV borrows heavily from the design language of its sedan sibling, which premiered in late 2023.

Maybe it’s just us, but it sounds like it would have made more sense to swap the names between the sedan and the SUV, Regardless, The similarities between the YU7 and SU7 are hard to miss, especially when it comes to dimensions. However, the YU7 embraces its SUV identity with a slightly taller, more muscular stance that separates it from its sedan counterpart.

More: Xiaomi’s Third Model Is A Full-Size EREV SUV That Could Launch In 2026

Another thing that’s hard to miss is the not-so-subtle hint of Ferrari Purosangue in the YU7’s profile. The pronounced wheel arches, sculpted rear haunches, and sleek greenhouse echo the Italian thoroughbred, but Xiaomi stops short of outright mimicry. Up front, McLaren-inspired 750S-style LED headlights give the SUV a sharp, purposeful look, while the rear boasts full-width LED taillights and a ducktail spoiler that wouldn’t look out of place on an Aston Martin offering.

In terms of size, the Chinese EV measures 4,999 mm (196.8 inches) in length, 1,996 mm (78.6 inches) in width, and 1,600 mm (63 inches) in height, with a 3,000 mm (118.1 inches) wheelbase. These dimensions align closely with the SU7 sedan, save for the SUV’s 145 mm (5.7 inches) height advantage, which gives it a more commanding presence.

What Lies Inside (and Underneath)

Xiaomi hasn’t revealed the YU7’s interior yet, but we wouldn’t be surprised if the SUV borrowed the sedan’s 16.1-inch infotainment touchscreen, complemented by rear-passenger displays and a tech-forward, minimalist aesthetic. Like the sedan, the roof-mounted LiDAR sensor, meanwhile, signals the inclusion of advanced autonomous driving capabilities, something Xiaomi is eager to market as a cornerstone of its EV lineup.

More: Here’s Everything We Know About The Upcoming Tesla Model Y Juniper

According to data we sourced from China’s Ministry of Industry and Information Technology (MIIT), the YU7 will be powered by a dual-motor setup. The front motor delivers 295 hp (220 kW / 299 PS), while the rear generates 386 hp (288 kW / 392 PS), for a combined output of 681 hp (508 kW / 691 PS). That puts it ahead of the SU7 Max, which maxes out at 664 hp (495 kW / 673 PS).

Range, Pricing, and Market Arrival

The YU7 will feature a CATL-sourced battery pack, though Xiaomi has yet to disclose exact specifications. For context, the SU7 sedan offers battery capacities of 73.6 kWh, 94.3 kWh, and 101 kWh, with a maximum CLTC range of 497 miles (800 km). Given its larger, heavier frame, the YU7 will likely fall slightly short of that figure, but not by much.

As for pricing, Xiaomi is staying tight-lipped, but Chinese media report a starting range of ¥250,000–300,000 (equal to $34,400–$41,300 at current rates), positioning it as a direct competitor to the Tesla Model Y. For comparison, the SU7 sedan starts at ¥215,900 ($29,700), handily undercutting the equivalent Tesla Model 3.

Production will take place at Xiaomi’s Beijing facilities, where the SU7 recently hit the 100,000-unit milestone. With a mid-2025 launch on the horizon, the YU7 will join an increasingly crowded SUV market.

Photos: MIIT and Xiaomi / Weibo

After years of speculation, new reports from Japan suggest that Subaru’s electric crossover, the Solterra, could finally get the long-rumored STI version next year. Set to coincide with the mid-lifecycle update of the electric crossover, this performance-focused variant could come with several upgrades, though it’s more likely to focus on handling than sheer horsepower.

STI Concept, But No Performance Promises

The idea of a performance Solterra isn’t purely wishful thinking. Subaru unveiled an STI concept alongside the supercar-like STI E-RA study at the 2022 Tokyo Auto Salon, though it withheld details on specifications. At the time, rumors swirled that the production model would hit the market by the summer of 2024. But as the months went by with no STI news, that timeline began to look increasingly optimistic.

Fast forward to today, and Japanese outlet Best Car is back with new information, reheating those old rumors with a fresh twist. The publication now claims that the performance-focused Solterra will arrive in 2025, as part of a facelift that will focus on improving the EV’s e-TNGA underpinnings.

More: Toyota And Subaru’s Next Joint Electric SUV Coming In 2026

While the new STI trim is expected to maintain the same dual electric motors, power and torque are likely to get a boost through software tuning. Even if a significant horsepower increase seems unlikely, the report suggests that Subaru is prioritizing improvements to the Solterra STI’s handling. The goal appears to be a more engaging driving experience, complemented by sportier design elements—think a sharper body kit and wheels that echo the concept’s flair. At the very least, the Solterra STI should look the part, even if it doesn’t fully meet performance expectations.

Could Toyota’s bZ4x Get The Same Treatment?

The Subaru’s electric twin, the Toyota bZ4x, is also expected to undergo a facelift in 2025, making us wonder if it could get a similarly sporty trim borrowing cues from the GR Sport concept from 2022. A few years ago, the bZ lineup’s chief engineer mentioned discussions with Gazoo Racing about a more powerful bZ4x, though the specifics were never disclosed.

Did You Know About The Solterra STe?

If you’re tired of waiting for a Solterra with the Subaru Tecnica International emblem, there is an alternative, though it appears to be available only in the German market. The Solterra STe was actually unveiled in November 2023, but for some reason, it flew under the radar of most automotive media.

The sportiest Solterra yet swaps out the usual plastic cladding for body-colored panels and rolls on 20-inch black alloy wheels, giving it a more aggressive, road-hugging appearance. Other highlights include the STe emblems on the exterior and the custom floor mats. However, the fancier looks are not backed up by any performance upgrades under the skin, meaning the Solterra STe still relies on the stock AWD powertrain, delivering a modest 215 hp (160 kW / 218 PS). That’s hardly what you’d call a powerhouse in today’s electric SUV market.

More: Is This Our First Look At The 2026 Toyota RAV4?

The STe package is available as a €3,500 ($3,700) option for the high-spec Platinum and Platinum Plus trims of the Solterra. The latter is priced at €53,890, meaning that a full-spec Soltera STe costs an eye-watering €57,390 ($60,400) in Germany.

For comparison, a quick browse on Tesla’s website reveals that a new Model Y Performance can be had for as little as €54,970 ($57,900) in the same market. The Tesla delivers more than double the power of the Subaru, with 527 hp (393 kW / 534 PS) on tap, along with a longer WLTP range of 514 km (319 miles). The difference in performance and pricing explains why you don’t see many Soltera STes cruising on German roads.