Hyundai has just launched a new electric vehicle in Australia, and it’s quite unlike anything else from the brand. Rather than slotting into the familiar Ioniq family, this one takes a different route entirely. It’s called the Elexio, and it was developed through Hyundai’s joint venture with Chinese partner BAIC.

The result is a model that stands apart from the brand’s existing EVs in both design and intent. Could this be the one to stir things up in the local EV scene?

Where It Fits In

Reaching showrooms this quarter, the new Hyundai Elexio has been announced in a single configuration known as the Elite. Priced from AU$59,990 ($40,500), it is positioned between the Kona Electric and the Ioniq 5, taking aim at popular models like the BYD Sealion 7, Kia EV5, and Tesla Model Y.

Read: Another Chinese SUV Coming To Australia, This Time From Hyundai

That price point puts it in an interesting position. The Kona Electric starts at AU$45,990 ($31,000), while stepping into an Ioniq 5 requires at least AU$71,990 ($48,600). By landing between them, the Elexio offers an alternative that balances size, range, and price.

Still, it’s not the cheapest option out there. The BYD Sealion 7 undercuts it at AU$54,990 ($37,100), and the Kia EV5 starts just below at AU$56,770 ($38,300).

There’s also the question of pricing disparity with the Chinese domestic market. Over there, the Elexio starts at just 119,800 yuan, or a little over AU$25,000 ($17,100 at current exchange rates). That’s less than half what Australians are being asked to pay. But given how aggressively priced Chinese EVs are within their own market, it’s not an apples-to-apples comparison.

The Specs

Underpinning the Elexio is Hyundai’s E-GMP architecture, but unlike other models including the Ioniq 5, it has a 400-volt electrical architecture, rather than an 800-volt one. This means the 88 kWh lithium-iron phosphate battery needs 38 minutes to charge from 10-80 percent at a DC fast charger.

Hyundai hasn’t publicized the EV’s peak charging speeds, but says it can travel up to 546 km (339 miles) on a charge per the WLTP cycle, and average 18.2 kWh/100 km.

Power comes from a single front-mounted motor producing 160 kW (214 hp) and 310 Nm (229 lb-ft) of torque. It’s a front-wheel-drive setup, which helps keep the price down and efficiency up, though it may not appeal to those looking for the dynamics of a rear- or all-wheel-drive EV.

Tailored for Australia

While the Australian-spec Elexio is largely identical to the Chinese version, Hyundai has made one important adjustment. The suspension has been specifically tuned for Australian road conditions, a move that should help it feel more at home.

Standard features are generous. The cabin is anchored by Hyundai’s latest Connect-C infotainment system, presented across a sweeping 27-inch display that covers both infotainment and passenger functions. A head-up display is also included as standard equipment, helping the Elexio stand out in a crowded field of similarly priced electric SUVs.

Some records are about blistering speed. Others, like this one, are more about patience, and perhaps a little self-deprecating humor. If you’ve ever wondered what car holds the title of the slowest vehicle to lap the Nurburgring Nordschleife, you can stop guessing. There’s a new champion of leisurely pace, and it hails from a small French company: Ligier.

The brand, once known for fielding its own Formula 1 team, has since shifted focus to tiny, affordable four-wheelers classified as quadricycles. These vehicles are designed to be so unintimidating that you don’t even need a driver’s license to operate one, and in France, you can legally do so from the age of 14.

Read: Ford’s Wild Van Just Proved It Can Outrun The Fastest Corvette At The ‘Ring

It was a pair of French journalists who took on the unlikely challenge of setting a record lap in a Ligier JS50, driving the diesel-powered microcar all the way from Paris to the legendary German circuit.

A Record for the Patient

The JS50, a stubby two-door with just 8 horsepower, is electronically limited to a top speed of 28 mph (45 km/h). Around the Nurburgring, it completed a lap in a determined 28 minutes and 25.81 seconds. That figure may not impress on paper, but it earns its place in the books.

For context, the previous slowest recorded lap was 16 minutes and 1 second, set by a Trabant P50 way back in 1960, making the Ligier’s time almost comically slow by comparison. At the other end of the spectrum, the fastest production car to lap the Nordschleife is the Mercedes-AMG One, which clocked a blistering 6 minutes and 29.1 seconds.

Not content with a single entry, the team also brought along two electric versions of the JS50. The first, like the diesel, falls under the L6e classification and shares the same 28 mph (45 km/h) limit.

It managed a lap in 27 minutes and 55.58 seconds. The more powerful electric L7e variant, with a top speed of 47 mph (75 km/h), fared a little better with a lap time of 19 minutes and 53.36 seconds.

A Special Edition for a Not-So-Special Lap

Ligier hasn’t released a video of its incredibly slow laps at the Nurburgring, but we’re not disappointed, as it’d probably be more entertaining watching paint dry. What Ligier did do is prepare a special version of the JS50 specifically for its attack on the Nurburgring, known as the Ultimate Racing Experience edition. This model will be sold in Europe throughout 2026.

The special edition wears a tri-color paint job in blue, white, and red, complemented by new black 16-inch wheels wrapped in Nankang RC semi-slick tires. Ligier has added custom touches inside and out. These include a new badge front and rear, unique French flag-themed upholstery, an aluminum gear knob, Alcantara on the handbrake boot, and blue seat belts.

The steering wheel also features matching blue accents, and the dashboard gets a set of celebratory stickers to complete the transformation.

BMW just wrapped up its most successful year ever in the US, with more cars leaving dealership lots than in any other year in the company’s American history. But beneath the record-breaking headline, a more complicated picture is starting to emerge for EVs, as sales momentum falters following the White House’s decision to eliminate the generous federal tax credit that had helped keep demand afloat.

Read: The Sales Battle Between Mercedes And BMW Just Got Embarrassing

In 2025, BMW sold 388,897 vehicles across the country, a 4.7 percent increase from the 371,346 units it delivered in 2024. The gain came even though fourth-quarter sales slipped 3.4 percent, dropping from 117,506 to 113,512 units. MINI also posted growth, with a 9.3 percent year-on-year rise and a total of 28,749 cars sold.

EV Sales Crater

Then there’s the EV situation, which looked considerably less upbeat. BMW sold 42,484 fully electric vehicles in the US last year, down 16.7 percent from the 50,981 it managed in 2024. The decline was particularly sharp in Q4. After the federal government pulled the $7,500 EV tax credit, sales in the final three months collapsed by 45.5 percent to just 7,557 units.

BMW USA Sales 2025

Every one of BMW’s battery-electric models in the US saw a meaningful drop in sales. The i4, which remained the top-selling EV in the lineup, slipped 14.1 percent from 23,403 to 20,114 units. The i5 fell even more sharply, dropping 21.5 percent to 6,877. The i7 was down 15.3 percent to 2,905 units. The iX also struggled, with an 18.2 percent decline that left it at 12,587 sales for the year.

On a more encouraging note for the brand, BMW’s plug-in hybrids gained traction. Sales rose by 30.7 percent, climbing from 19,398 in 2024 to 25,351 in 2025. It wasn’t enough to offset the EV downturn, but it’s a sign that US buyers haven’t turned their backs entirely on electrification.

X Marks the Spot

The X3 led the lineup once again as BMW’s top-selling model, rising 11.3 percent to 76,546 units. That was just enough to slightly edge out the larger and more expensive X5, which posted 76,246 sales, a 5.4 percent increase over 2024.

Several other models also recorded solid gains. The 2 Series, which groups together the mechanically unrelated Gran Coupe and two-door variants, jumped 36.3 percent to 20,975 units. The 3 Series climbed 5.4 percent to 33,031, while the X6 posted a 26.6 percent increase, reaching 12,000 sales. As for the controversial XM, it recorded a 4.9 percent drop in sales compared to 2024.

Buying a new electric car just got even cheaper in Germany, as Europe’s most budget-friendly EV has pulled further ahead of the pack. The all-electric Dacia Spring now starts at just €11,900 (around $13,900), thanks to a massive €5,000 (around $5,900 at current exchange rates) discount. At that price, it’s significantly cheaper in Germany than it is in the UK.

It’s not a government subsidy or rebate through a dealer. The discount is applied straight to the vehicle’s base price, but it won’t last forever. To take advantage of the full €5,000 off, buyers must sign a purchase or lease agreement by February 28. On top of that, the car needs to be registered no later than June 30.

Read: UK’s Cheapest EV Is Made In China, But Doesn’t Wear A Chinese Badge

Beyond the headline price, the Spring comes with a seven-year or 150,000-kilometer warranty as standard. It’s also compact and lightweight, tipping the scales at 995 kg (2,193 pounds) and measuring 3.7 meters (12.1 feet) in length.

What Do You Get For The Money?

Of course, a car this cheap comes with compromises. The Spring is equipped with a 24.3 kWh lithium-iron phosphate battery, which powers a single front-mounted electric motor producing just 70 horsepower. It’s also built in China, which helps account for the low cost.

Dacia says it can average a respectable 12.7 kWh/100 km over the combined cycle, offering up to 225 km (140 miles) of driving range. For those who only drive in the Spring in cities, the range can be extended to up to 341 km (212 miles).

Incredibly, this isn’t the wildest deal we’ve seen for the Dacia Spring. As part of a new government scheme in Italy designed to encourage locals to scrap their old ICE cars in favor of EVs, the Spring can be purchased for as little as €3,900 ($4,600).

However, to qualify for the maximum saving of €11,000 ($13,900), locals must scrap a Euro 5 or earlier vehicle, live in an urban area with more than 50,000 residents, and have a family income of less than €30,000 ($35,100).

Despite a sharp drop in EV demand across much of the U.S. market, Lucid managed to chart its strongest quarter yet. Following the Trump administration’s decision to eliminate the $7,500 federal EV tax credit at the end of September, most automakers saw EV sales falter during the final stretch of 2025. Lucid, however, went in the opposite direction and closed the year with a notable uptick.

The company reported that it built 8,412 vehicles in Q4 2025, marking a 116 percent jump over the previous quarter. Deliveries also climbed to 5,345, up 31 percent. For Lucid, it wasn’t just an improvement, it was the best-performing quarter of the entire year.

Read: No Tax Credit? No Worries, Lucid Has A $7,500 Gravity Discount

The start of 2025 looked far less promising. In the first quarter, Lucid produced only 2,121 vehicles and delivered 3,109. The second quarter showed progress, with 3,863 vehicles built and 3,309 delivered. By Q3, production edged slightly to 3,891, and deliveries rose to 4,078.

Lucid’s full-year production and sales figures were also strong. It produced 18,378 vehicles in 2025, a 104 percent increase over the year before. Deliveries reached 15,841, representing a 55 percent year-over-year gain.

Helping Lucid boost its production and sales throughout the latter part of 2025 was the arrival of the all-electric Gravity SUV .While the company has yet to disclose how many units of the Gravity were produced, sold, or delivered, its presence clearly contributed to the quarter’s growth. Just how much is still unclear.

Lucid’s Own Credit

One likely reason Lucid avoided the sales slump seen elsewhere is its Advantage Credit program. Designed to soften the blow of the lost federal incentive, Lucid introduced a $7,500 credit of its own, applicable to new Gravity orders.

It was first set to expire at the end of December but has now been extended through January 18. While not a permanent fix, it offers a near-term solution for buyers left in the lurch after the tax credit rollback.

The next-generation Mercedes-Benz S-Class is set to span both combustion and electric power, offering buyers a choice they don’t have today. Although these versions will share a badge, they won’t share underpinnings. Mercedes is developing the internal combustion and electric versions of the S-Class on entirely separate platforms, marking a distinct split in engineering paths for its flagship sedan.

Read: Mercedes Says The World Wasn’t Ready For The EQS

In following this path, Mercedes is adopting a similar EV rollout strategy to rival BMW. Rather than pushing entirely separate electric nameplates like it does today with the S-Class and EQS, the company is now folding electric variants into its main model lines. We’ve seen this with the new GLC EQ, the battery-powered version of the ICE model, launched to replace the disappointing EQC.

However, those hoping to drive an all-electric version of the S-Class will need a little more patience. While Mercedes is already working on a mid-cycle update for the current combustion-powered model, the electric version won’t debut until the next full model change, expected closer to the end of the decade.

When it does land, the electric S-Class will effectively replace the EQS, which has never really reached the sales heights that Mercedes had hoped for. Widely criticized for its egg-shaped design, the EQS was a key part of the carmaker’s strategy, aimed at launching dedicated EVs to be sold alongside its existing range of ICE models.

One Design, Two Platforms

Importantly, this doesn’t mean Mercedes will remove the engines from its new models and replace them with electric motors and batteries. Electric versions of the brand’s cars will still use distinct platforms.

Despite those differences beneath the surface, the two variants are expected to look nearly identical. According to Auto Express, Mercedes plans to retain a more traditional sedan silhouette for the next S-Class, distancing it from the wind-slippery styling of the EQS.

While speaking about the next S-Class, Mercedes chief executive Ola Källenius noted it’ll be important to sell it in electric and combustion configurations.

“If you don’t believe that when the next S-Class comes, the market is 100 per cent electric at that point in time, you have to have the choice for both,” he said. “I think this is certainly one of the lessons learned from [our] first-generation electric vehicles in the whole market. You need to offer the electric and the hi-tech electrified ICE version without compromise.”

New Tech Beneath the Surface

Technical details about the electric S-Class remain unknown. The model is likely to be somewhat inelegantly named the S-Class with EQ Technology and will ride on the same MB.EA platform set to underpin several forthcoming electric Mercedes models.

See: Mercedes’ Vision Styling Looks Great On The Next S-Class

Because the car is still a few years from launch, Mercedes has time to go beyond the components used in models like the GLC EQ. It’s very likely the electric S-Class will benefit from more advanced battery and motor technology, including the axial flux motors developed by the company’s Yasa subsidiary. These compact, high-output units are expected to debut first in AMG-badged super sedans and SUVs.

The X5 has never been BMW’s wildest design, but it’s managed to avoid the extremes seen elsewhere in the lineup. Still, the oversized kidney grilles on the current model don’t do it many favors. They don’t sink the look entirely, but they certainly don’t flatter it either.

The good news is that a new generation is on the way, and early signs suggest a cleaner direction, along with a range of powertrain options that stretches well beyond what most would expect.

Read: BMW’s 2027 X5 Finally Shows Its Lights And What’s Hiding Inside

BMW has begun testing the upcoming X5, internally designated G65, and sent a prototype north to Sweden for winter trials. While still clad in camouflage, it’s already clear that the SUV will wear design elements from BMW’s Neue Klasse era.

Neue Klasse Meets X5

Like the second-generation iX3, the new X5 sports reworked headlights with sharply defined daytime running lights and a more technical front-end aesthetic. A gloss-black panel extends toward the center of the fascia, echoing the EV’s layout, and will house a pair of vertically oriented kidney grilles. Though still concealed by camouflage on this prototype, their shape is clearly visible beneath the surface.

SHproshots

The rear end of the new X5 will also be a dramatic departure from the current model. It ditches the traditional taillights of the outgoing model and replaces them with thin, horizontal LED units that appear reminiscent of those used by the XM. This prototype also has a curvy rear spoiler stretching out above the window, adding to the striking new design.

Interior Changes

SHproshots

The cabin is also in line for a thorough redesign. Recent spy shots have confirmed that the new X5 will adopt the same Panoramic iDrive setup as the iX3. This includes a narrow display spanning the base of the A-pillars, paired with a sharply angled central infotainment screen.

While the steering wheel on this prototype may differ from the iX3’s squared-off four-spoke unit, it looks likely to use a more conventional two-spoke design, with enough visual weight to stand out on its own.

Powertrain Options

SHproshots

Beneath it all, the G65 X5 will continue to ride on BMW’s CLAR architecture, albeit in an updated form. This means a familiar chassis with enough flexibility to support combustion, hybrid, and electric variants without needing to reinvent the platform.

According to CarScoops sources, the combustion model will be sold in 40, 40 xDrive, 40d xDrive, 50e xDrive, M60 xDrive, and M60e xDrive forms. A potent X5 M version also seems inevitable. In addition to selling a slew of combustion-powered models, the brand will introduce an all-electric iX5 model, set to be sold in 50 xDrive, 60 xDrive, and M70 xDrive forms.

The powertrain options won’t end there. In addition to the gas, diesel, plug-in hybrid, and electric models, there could be a range-extended version of the iX5, dubbed the Rex, complete with a driving range of up to 621 miles (1,000 km). The new X5 will also be BMW’s first mass-market model available with a hydrogen fuel-cell powertrain.

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

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.

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.”

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.”

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.

It’s been two years since Tesla began delivering the Cybertruck to customers, yet the company is still wrestling with one of the vehicle’s most persistent design headaches. We’re talking about its massive single windshield wiper.

Despite earlier attempts to fix it through mechanical and software updates, Tesla is now believed to be working on a third version of the wiper system to finally address lingering faults.

Read: Texans Roast Police Department’s New “Garbage Can” Cybertruck

A recent case in the US highlights the problem. When a Cybertruck owner brought their vehicle in for service, Tesla’s response revealed that “wiper performance is under active Engineering investigation,” according to a message from the company’s service department.

What’s Wrong With the Blade?

Complaints from owners began as soon as deliveries started. The wiper’s 4-foot blade is the largest fitted to any production vehicle, but users have flagged multiple problems. These include poor blade contact at the middle and top of the stroke, improper stowing at highway speeds, and washer fluid issues.

Performance drops further in cold weather, where salt, slush, and snow can overwhelm the system. Some owners have also noted that the wiper occasionally fails to clear the area in front of the forward-facing FSD cameras.

One post on X captured the frustration:

Love the Cybertruck. Hate the wiper system. Tesla needs to issue a voluntary service providing a free upgraded/redesigned wiper arm and sprayer. This is not a one-time event. Happens every time we hit salt/slush and snow. It’shighly unsafe. There were a few times today on I-70… pic.twitter.com/ajy2BYFQDA

— Spotted Model: Cars & Tech (@spotted_model) December 18, 2025

Updates Haven’t Solved It

Tesla recalled the wiper motors in June 2024 and has also updated the software, aiming to improve the blade’s movement and how it sits when not in use. A revised V2 blade has also been installed on many trucks, but that version appears to have its own reliability concerns.

The full scope of Tesla’s engineering investigation, initially reported by Not a Tesla App, hasn’t been made public. It’s unclear how long the company has been working on a fix or when an update might be introduced.

There’s speculation that a more substantial redesign could be underway. NotebookCheck notes that the original self-driving Cybercab concept featured a single wiper blade, similar to the Cybertruck. But a newer prototype, believed to be close to production, was recently spotted with a more conventional twin-wiper setup. That’s fueled suggestions that the Cybertruck might adopt the same configuration.

Sources: Not a Tesla App, NotebookCheck

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

Getting paid to shut a car door might sound like the setup for a joke, but in parts of Los Angeles, it’s become a legitimate line of work. As autonomous vehicles increasingly take to the streets, a small but growing number of local towing companies have found themselves serving as on-call assistants to robotaxis with limited physical capabilities.

Read: What Happened When Robotaxis Met A Citywide Blackout Is A Little Scary

For as much as $24 a pop, these companies are paid to close car doors left ajar by distracted passengers exiting Waymo’s self-driving vehicles. If the situation is more complicated, such as a car stranded mid-route, they can earn between $60 and $80 for helping get the vehicle moving again.

What Happens When Tech Forgets the Basics

A recent report highlights how tow truck drivers are now using an app called Honk, which contracts with Waymo’s autonomous EV fleet in the Los Angeles area.

If a rider exits without properly closing the door, the car won’t budge. It simply waits, parked awkwardly in the street, until someone shows up to finish the job. That someone often arrives thanks to a notification from Honk.

According to Cesar Marenco, owner of Milagro Towing in Inglewood, California, who spoke with The Washington Post, he handles around three jobs per week for Waymo through the Honk app, usually to shut a door or tow a vehicle that’s run out of charge.

It’s not exactly a money-maker. JKK Towing owner Evangelica Cuevas says that the Honk app doesn’t always provide them with the precise location of a vehicle, meaning they may have to walk around for up to an hour just to locate it.

When factoring in the fuel costs, receiving between $22 and $24 to close a door, or up to $80 to tow a vehicle, doesn’t always make it profitable.

The Cost of Chasing Robotaxis

Earlier this month, several of Waymo’s robotaxis stopped after a power outage at traffic lights throughout San Francisco. Several tow companies were alerted to the disruption. Not everyone believes the rates offered by Waymo are fair.

Jesus Ajuiñiga, manager of Alpha Towing and Recovery in San Francisco, told The Washington Post that he’s turned down Waymo calls. The rates, he says, don’t come close to the $250 he normally charges to tow an all-wheel-drive vehicle. And for some, that’s just too steep a compromise.

Things could start to change. Whereas the Jaguar I-Pace models primarily used by Waymo need their doors to be manually shut, the new robotaxis built by China’s Zeekr that Waymo is currently testing, have sliding doors like a minivan, meaning they can be opened and closed automatically.

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

A new report has put the spotlight on a troubling pattern of fatal crashes in the US involving Teslas, where passengers were unable to open the doors, trapping them inside. As the brand’s EVs grow more common on American roads, so too does scrutiny over their safety features, or in this case, the lack of physical fail-safes in the event of a crash.

Read: Tesla Sued Again After Doors Wouldn’t Open As Car Burned

The investigation zeroes in on Tesla’s electronic door handles, a signature design feature that has since been adopted by several other automakers, raising concerns about an industry-wide trend toward software-dependent safety mechanisms.

During an ongoing investigation into safety concerns about these door handles, Bloomberg found evidence that at least 15 people have died in the past decade in incidents involving Teslas where locked or inoperable doors were cited as a potential factor in the victims’ inability to escape.

More than half of those deaths occurred within the past year, suggesting the issue may be becoming more common, or at least more visible, as awareness grows.

Behind the Numbers

The report acknowledges a critical limitation. There is no publicly maintained federal database that tracks fatalities specifically linked to electronic door handle malfunctions. As a result, the findings aren’t meant to represent a definitive or exhaustive total.

Instead, Bloomberg built its list by reviewing every known fatal electric vehicle crash involving fire in the US, then analyzing whether evidence suggested that the doors could not be opened either by occupants or emergency responders.

In each of the 15 cases they flagged, nonfunctional door handles were cited as having “impeded either the occupants’ efforts to escape or rescuers’ attempts to save those inside the vehicle.”

One such incident happened in Virginia, where a Tesla Model 3 skidded off a snowy highway, hit a tree, and caught fire. Footage from inside the patrol car shows that the officer was unable to open the Model 3’s door, forcing him to bash open one of the windows and pull out the driver.

Audio from the Wreckage

One fatal crash occurred in Wisconsin last year, killing five people inside a Tesla Model S. Audio from three 911 calls was later obtained, including one placed automatically by an occupant’s Apple Watch.

At least two of the occupants can be heard screaming and crying for help in the recordings, with one clearly saying, “I’m stuck” as the fire spread through the vehicle, ultimately claiming their lives. It remains unclear whether the other three victims survived the initial impact before the blaze took over.

Tesla Responds to Design Concerns

Tesla, for its part, appears to have quietly acknowledged the concerns in part. In September, reports surfaced that the company was exploring revisions to its door handle system. Future models may include a combination of electronic and manual release mechanisms, something already standard in brands like Audi and Lexus.

Perhaps eager to reassure shoppers about the safety of its vehicles, Tesla recently launched a new page on its website focused purely on safety. There, the company explains that its vehicles are designed to automatically activate hazard lights and unlock doors in the event of a serious collision. It also notes that the vehicle can contact emergency services autonomously.

However, Tesla also includes a key disclaimer: these features “may not be available in all regions or for all vehicles based on build date.”

While Tesla appears to be making some moves to address the issue in the future, questions still remain, not just about the company’s design choices, but also about the regulatory landscape and the lack of clear oversight. The analysis doesn’t claim that electronic door handles are inherently unsafe, but it does point to the need for more reliable fail-safes in situations where delays can be deadly.

Authorities in Kemah, a small city just southeast of Houston, will soon be cruising the streets in an American-made pickup truck, though it’s not the kind most Texans are used to seeing.

Rather than another lifted, gas-hungry behemoth, the Kemah Police Department has added a Tesla Cybertruck to its fleet. The move didn’t exactly spark hometown pride. Judging by the comments on the department’s Facebook post, locals are having a field day with the decision.

Read: Vegas Cops Just Got 10 Cybertrucks And Elon Had Nothing To Do With It

A growing number of police forces across the United States have started to add Cybertrucks to their fleets. Just a couple of months ago, police in Texas took delivery of ten highly-modified Cybertruck police cruisers built by Unplugged Performance.

A Different Kind of Cop Car

By comparison, the Cybertruck delivered to cops in Kemah looks completely standard, except for the police livery. They say that the truck was donated by Enterprise Leasing and that it will be used for testing to see if the Tesla works as a patrol vehicle.

Importantly, the police say they didn’t spend any taxpayer money on the acquisition. That hasn’t stopped residents from weighing in, many of them voicing strong opinions in the comments section of the department’s Facebook post.

What Do Texans Think?

“Lmaooo imagine the battery dying tryna chase someone,” wrote one commentor, while another posted “Y’all ain’t catching anyone in that.” There’s no word on what specify Cybertruck variant this is, but even if it’s the base model, we’re willing to bet it could easily be used to catch most motorists in Texas.

One Facebook user left this gem of a comment: “Hey guys, if anyone’s missing their refrigerator I found it, it’s having an identity crisis and is now trying to identify as a cop car.” Another wrote, “Flood waters, here we don’t come!”

One comment summed up the skepticism in classic internet style: “If that thing is chasing me, ain’t no way I’m stopping for a garbage can.”

Whether or not the Cybertruck proves practical for police work in Texas remains to be seen. The vehicle does offer notable performance and strong safety credentials, both potentially valuable in patrol scenarios. The biggest question may be around charging logistics, especially for a force built around the consistency and familiarity of combustion engines.