A blend of punishing acceleration, all-wheel-drive confidence, sharp-suited styling, and everyday versatility has made the Audi RS6 super wagon a dream daily driver for enthusiasts for more than two decades. Audi originally intended to give buyers two flavors of the next RS6, one as a plug-in hybrid and the other as a fully electric e-tron. Yet a new report this week, citing unnamed company insiders, suggests those plans have changed, with the all-electric RS6 e-tron allegedly canceled.

Also: Audi Cancels Its RS6 Avant e-tron Because No One Wants Electric Performance Cars

Nothing is official, and Audi hasn’t confirmed the news. What muddies the waters is that RS6 e-tron prototypes are still being spotted on public roads, with our spies having photographed them on two separate occasions the past few days. This could mean the project is still alive, or that Audi is using the prototypes to test other systems before ultimately shelving the car.

Platform Divide

Though both combustion and electric models are (or at least were if the cancellation rumors are true) expected to wear RS6 badges and share a similar sporty wagon silhouette, their foundations are quite different. The ICE version rides on a conventional combustion platform, now for the first time on an RS6 paired with plug-in hybrid technology. The EV seen testing, meanwhile, is built on the VW Group’s PPE platform, which also underpins the A6 and S6 e-tron, Q6 e-tron, and Porsche Macan Electric.

Baldauf

Audi hasn’t dropped any tech-spec nuggets, but considering the S6 e-tron makes 543 hp (405 kW / 551 PS), an RS6 e-tron, if it remains in development, could land around 805 hp (600 kW / 816 PS). Even that figure, though, would look modest next to the extremes of today’s electric sedans, with the Xiaomi SU7 and Porsche Taycan delivering as much as 1,527 hp (1,139 kW / 1,548 PS). BMW doesn’t offer an electric M5 yet, and the i5 M60 tops out at 593 hp (442 kW / 601 PS).

We expect the gasoline-powered RS6 to generate less power than its electric brother, perhaps 750 hp (760 PS / 560 kW) or so, but it won’t necessarily have a performance disadvantage because it will weigh several hundred pounds less than the e-tron, which could tip the scales at around 2,500 kg (5,510 lbs) due to its hefty battery pack.

Electrifying Looks

Both prototypes seen here get wider fender flares than their regular A6/S6 brothers, and the fronts on each appear to have a vent ahead of the doors. But there are some major design differences that aren’t simply limited to the EV missing out on the ICE model’s huge twin oval tailpipes.

The EV has a split headlight treatment and blanked grille, whereas the combustion RS6 has a conventional grille and lights, but much bigger outer air intakes, which of course the e-tron doesn’t need. But at the back, the combustion car’s moustache-shaped taillights make it more distinctive.

Baldauf

Early expectations suggested the RS6 e-tron would arrive first, with the plug-in hybrid following in 2026, both offered in liftback sedan and wagon forms. With reports of cancellation now in play, however, that timeline is up in the air. Until Audi clarifies, the RS6 e-tron remains in limbo, caught between public road testing and rumors of an early exit.

Editor’s Note: This story has been updated to include reports claiming the RS6 e-tron may be canceled, though Audi has not officially confirmed this.

SHProshots

The presence of Chinese automakers added some international flavor to this week’s Munich Motor Show, but in reality the event was more about familiar German brands and their new, and in some cases unfamiliar, faces.

Related: Star-Stricken Mercedes GLC EV Has A Grille Big Enough To Swallow A BMW iX3

All of the big German automakers were on hand with fresh concept cars and production models that showcased new stylistic directions. It feels like we’re at one of those moments where car design is changing across the industry for premium European brands after a period during which the big players have struggled to reinvent themselves and work out how to differentiate EV and combustion cars, or whether to even differentiate them at all. But have the Germans really rediscovered their design mojo?

Photos Stefan Baldauf & Guido ten Brink

Let’s start with BMW and the iX3, arguably the biggest story from the show because it’s about so much more than a new SUV. The iX3 is the first of the Neue Klasse cars and brings a fresh design language that will shape the brand’s entire lineup for the next decade, as well as a crucial new EV platform.

There was some murmuring here at Carscoops that the iX3’s profile deviated too far from Munich’s conventions, but overall this has to be viewed as a massive hit. BMW designs have mostly either been butt ugly or blandly handsome over the last 20 years, but finally here’s a fresh, modern-looking car with real presence, and one that brilliantly manages to riff on the classic face of old-timers without looking like a lazy retro rip-off.

Photos Stefan Baldauf & Guido ten Brink

To our eyes, the iX3’s key rival, the electric Mercedes GLC, is far less successful. The body looks flabby and dull next to the BMW’s and while we’re all for the three-pointed star marque borrowing some classic inspiration to put new energy into its famous grille, the light-up nose on the GLC, which will find its way onto other future models as well, looks like an afterthought here.

Photos Stefan Baldauf & Guido ten Brink

Audi’s Concept C looked far more confident. Previewing an electric TT successor that will share tech with the upcoming Porsche 718 Boxster and Cayman EVs, it takes inspiration from both the TT and Auto Union’s 1930s Type C racers.

We’re reminded of the string of uber-strong Bauhaus-infused concept cars Audi delivered in the late 1990s and early 2000s, many of which made production, as well as Jaguar’s Type 00 concept, though we think Audi did a better job.

Photos Stefan Baldauf & Guido ten Brink

Volkswagen’s ID. Polo and Polo GTI, the near-production versions of the car we previously knew as the ID.2, looked less radical in comparison, but they still represent a shift in the automaker’s design that hearkens back to the solid shapes and surfaces that made some of the brand’s biggest sellers so enduring.

Think about how fresh the Mk4 Golf still looks almost 30 years after we first met it, or the Mk1 does more than 50 years after it debuted. That’s the kind of self-assured, non-faddy style the ID. Polo embraces, but at the same time the ID. Cross showed VW could also have some fun with the same design language.

Photos Stefan Baldauf & Guido ten Brink

And now it’s time for our question of the day: do you think the German automakers have got their design act together, or do some of them need to get back to the drawing board? And in the battle of the grilles, who did it best – BMW, Audi or Mercedes? Leave a comment below and let us know your opinions and the reasoning behind them.

Audi/BMW/Mercedes

Renault’s recent run of nostalgia-driven EVs, the retro-inspired 4 and 5, has struck a chord with buyers. The downside is that their popularity has left the Megane E-Tech feeling a little overlooked, prompting Renault to rethink how it can make the car stand out again.

Related: Renault’s Megane EV Will Get A Refresh Following Its Nissan Cousin

The French automaker’s plan to boost the Megane’s appeal involves leveraging another classic Renault skill: building hot hatches. Speaking to the media at the Munich Motor Show, CEO Fabrice Cambolive revealed the Megane will soon get a sporty makeover that will ensure it turns more heads while also lasting longer between charges.

Going Down The Sporty Road

“What we are looking for is a hot hatch, that is the direction we want to go in,” Auto Express reports Cambolive telling journalists. “We want a sporty hatch.”

Though he declined to discuss any technical improvements coming to the upgraded Megane we expect to see next spring, Cambolive confirmed that a bigger battery is part of the package. The biggest battery currently available in the E-Tech is a 60 kWh unit that gives an unimpressive 285 miles (459 km) of range. However, the larger Scenic has an 87 kWh pack which lasts 382 miles (615 km) between fills and the Megane’s new Nissan Leaf cousin has a 75 kWh battery good for 303 miles (488 km).

All three cars use the same 215 hp (218 PS) single front-mounted motor that’s also utilized by the Renault 5-based Alpine A290, but it’s unclear if the sportier Megane would also get more power to become a real hot hatch.

VW’s equivalent ID.3 GTX has a single motor that puts out up to 322 hp (326 PS / 240 kW) and gets to 62 mph (100 km/h) in 5.7 seconds, 1.8 seconds faster than the Megane. We do know, however, that the made-over French model will at least look like a hot hatch.

“If you put a new battery in a car, which is expensive, and you don’t change the car, then it’s really hard to seduce people to pay more for it,” Renault’s chief design officer Laurens van den Acker, told reporters. “So we need to do justice to the changes under the skin by showing something on the skin.”

Is Renaultsport Making A Comeback?

The design upgrades are expected to focus on more aggressive bumpers and possibly bigger wheels, though the mid-spec Megane E-Tech techno esprit Alpine and iconic esprit Alpine already feature 20-inch wheels that do a great job of filling the arches and don’t shortchange on grip. Spy shots published earlier this summer also suggest the mid-life refresh will bring slimmer LED lights.

Cambolive hinted to Autocar that he was looking at reviving the Renaultsport badge applied to a succession of acclaimed hot hatches for over 20 years before it was retired in 2023, but didn’t elaborate on whether the Megane hot hatch plan was related to that rebirth.

“We are exploring some [options],” the CEO said. “We will come to you with some proposals in the next 12 months.”

Renault

Chinese cars are making huge gains in Asia, Europe and South America, but brutal 100 percent tariffs have so far kept them locked out of North America. There’s a chance, though, that this won’t last much longer as Canadian lawmakers are considering scrapping the steep tariffs – and the country’s drivers think they should.

In a recent pole conducted by Canada’s CTV News, almost two thirds of respondents said they either supported or somewhat supported removing the 100 percent duty on Chinese-made EVs. A total 29 percent supported the removal of tariffs and 33 percent somewhat supported the move. Nine percent of those asked weren’t sure, while 27 percent either opposed or somewhat opposed ditching the duty altogether.

Related: Canada Freezes EV Mandate And GM Boss Can’t Stop Smiling

Canada’s government imposed the tariffs 11 months ago claiming the measure would shield local automakers from unfair Chinese competition. An EU study that led to similar, but less harsh, tariffs in the Old Continent found Chinese automakers received various forms of financial help from their country’s government.

Sliding EV Sales

Now, however, Canadian lawmakers have admitted that the tariffs are up for review. One of the reasons is that EV sales have cratered in the country, with figures released this week showing registrations of fully electric cars north of the US border are down a massive 39.2 percent, in part due to the lower availability of incentives.

Canada recently scrapped its mandate that 20 percent of all new vehicles be zero emissions by 2026 having realized the target was unworkable. Giving drivers access to more EVs, and ones with attractively low prices at that, could potentially boost electric car takeup – or so the thinking goes.

CTV Survey: Do You Support Removing 100 Percent Tariff on Chinese EVs?

Source: CTV News

Pressure From the Fields

There’s another force pushing for the removal of tariffs, though, and it’s nothing to do with cars or meeting lower emissions targets: it’s farmers. The agricultural industry hopes that by Canada agreeing to scrap 100 percent tariffs on EVs, or at least lower the rate, might make China willing to remove its own 75.8 percent tariffs on Canadian crops such as Canola.

Canada’s PM Mark Carney last week pledged $370 million CAD ($267m US) in support for the Canola market to help it weather the tariffs. The Canola industry supports 206,000 Canadian jobs and contributes $43.7 billion CAD ($31.6 bn US) to the country’s economy, according to Canola Digest, so the local government obviously pays great attention to it.

A Chinese company whose business involves making things that literally suck has teased its first car, which definitely doesn’t. But we see legal trouble brewing because vacuum maker Dreame’s maiden EV is a dead ringer for a Bugatti Chiron, only reimagined with four doors.

The exterior renders, which seem to have been created entirely or at least partially with AI (telltale signs include the grille pattern) were shared on social media by Dream Technology founder Yu Hao. They show a swoopy four-door coupe that could easily pass for a stretched Bugatti Chiron variant that never made production.

CES Debut?

Chinese media reports the new automotive division of the company plans to display a physical prototype of the car at the Consumer Electronics Show (CES) in Las Vegas next January.

Related: Chinese Vacuum Giant Aims To Beat Bugatti With The World’s Fastest Hypercar

Though not an exact clone, the design is similar enough to make you do a double take. The headlights are different but the other core Chiron design elements like the horseshoe grille, central spine and C-shaped rear quarter motif are shamelessly carried across.

The interior at least looks more original, and doesn’t feature the vertical bank of dials fitted to the Chiron, whose steering wheel was milled from a single chunk of aluminium billet, but which didn’t feature any kind of touchscreen. That of course would be absurd for a Chinese car in 2027, so Dream Technology’s Chiron-a-like has a large widescreen tablet mounted above the console, plus a secondary display on the console itself.

Last month Dreame, which was founded in 2017 and styles itself as China’s answer to Apple, confirmed plans to enter the automotive space in 2027 with an electric hypercar capable of outrunning machines from Bugatti and Koenigsegg.

Shopping for Space in Tesla’s Backyard

The company is currently scouting potential production locations for a new plant to build the EV in Berlin, Germany, which include a site next door to Tesla’s Gigafactory, Car News China reports. Yu Hao previously posted images of the Tesla plant, along with text that said “factories in Europe are being selected for several businesses.” And Chinese media outlet Jieman claims Dreame is getting cosy with French bank BNP Paribas to bring its automotive plans to fruition.

While the Chiron was equipped with a quad-turbo W16 making 1,479 hp (1,500 PS / 1,103 kW) in stock form and its Tourbillon successor has a naturally-aspirated hybrid V12 that cranks out 1,775 hp (1,800 PS / 1,324 kW), Dreame’s car will be a pure EV.

Will Bugatti’s lawyers suck up this egregious theft of its IP, or will they fight back? We’ve reached out to the company for comment. Check out the images below of the pretend Chiron and the real thing.

Dreame Technology/Bugatti

Just when we thought the action from Germany’s Munich Motor Show was winding down, Hyundai goes and drops what could be the car of the show. And the word is the Concept Three will morph into a fully fledged production EV that looks almost identical in 2026.

Likely to be badged the Ioniq 3 when production starts in Europe next year, the compact EV is built to rival the upcoming VW ID. Golf, and at 4,288 mm (168.8 inches) long will be a similar size. But the Golf won’t look anything like as dynamic, based on the coupe-like shape, sloping roofline and sports car-low nose of the Concept Three.

A New Kind Of Hatchback

Hyundai calls the Three an Aero Hatch, saying the combination of the sporty roof, visual tension from the intersecting lines created by the ‘Art of Steel’ design language and the upright rear window blend performance and practicality. We just know it looks awesome, like a de-uglified Veloster for the electric age, this time with two rear doors instead of one.

Related: This Electric Hatch May Be Hyundai’s Best-Looking Ioniq Yet

Regular versions of the production EV won’t look quite as aggressive or feature the gullwing rear doors, Hyundai Design Centre boss Simon Loasby told Autocar, but you can see how elements such as the rear diffuser, transparent rear spoiler and fat fender flares could translate to an N performance version down the line.

Hyundai

Playing With Light

More than most automakers, Hyundai has embraced lighting tech to help give its cars unique identities and the the Concept Three is no different. Parametric Pixel lighting is employed at both ends of the car, but this time the pixels are more sophisticated, a gradient making the upper ones brighter.

Inside, the Concept Three makes a firm break from established Hyundai design themes. There’s no large touchscreen, instead drivers bring their own widgets to mount on the dashboard and customise their experience. The pod-like bucket seats are upholstered in sustainable fabrics and a weird handle on the console makes it look there’s an in-built Dust Buster.

What’s Underneath

Hyundai hasn’t revealed any tech details but logic suggests an Ioniq 3 would be closely related to models like sister company Kia’s EV4, which would mean 400 rather than 800-volt electrics, but a choice of single and dual motor configurations. We expect to see two battery options and around 390 miles (628 km) of range for the best performing models.

Hyundai

Update: We’ve now added a set of photos from the Munich motor show, offering a closer look at Skoda’s Vision O concept. The new images give a better sense of how this design study could evolve into the next-generation of the popular Octavia series.

After a slow start, Skoda has fully embraced the SUV body style, but the brand’s new Vision O concept proves it still believes in the traditional Octavia wagon. The low-slung compact previews a production Octavia due by 2028, which is a close cousin of the upcoming VW ID. Golf.

Related: Skoda’s Smallest Electric SUV Comes With Gas-Car Pricing

Photos Stefan Baldauf & Guido ten Brink

Like the ID. Golf, the Octavia is going electric, and the Vision O’s long-roof form tells us it’ll be available in practical wagon guise as well as a fastback. Why is Skoda bothering with either car in these SUV-crazed times? Because the current Octavia is the brand’s best selling model and a major cash-cow.

Design That Stands Apart

Skoda’s designers have applied the company’s latest Modern Solid design language to the Vision O and although some of concept’s flourishes – like the rear-hinged rear doors and 3D-printed honeycomb headrests – are pure auto show theatrics, what you see here is mostly what you’ll get in a Skoda dealer in three years’ time.

The prominent body-color B pillar that extends from rear door’s skin reminds us of DS Automobiles’ work and there are hints of Opel Astra about the blocky shapes. Even so, the flat-faced, square-shaped fenders, blacked-out C-pillar and concave rear end with its Skoda lettering picked out in LEDs, plus the aggressive tech-loop nose, give this Vision O way more presence that any production Octavia ever had.

Tech-Heavy Interior

If the O looks confident on the outside, it looks even more premium on the inside. Instead of a traditional instrument cluster behind the steering wheel, there’s a 1.2-m (47.2 inches) Horizon Display stretching almost the full width of the car at the base of the windshield.

That’s backed up by a portrait-layout tablet touchscreen floating proud of the dashboard and above a console fitted with dual charging trays and a rotary mode controller that offers haptic feedback. And if you’re too lazy to twiddle a dial, the Laura AI voice-activate digital assistant can handle some of those same tasks.

At 4,850 mm (190.9 inches) long, the concept is 152 mm (6 inches) longer than today’s production Octavia wagon, but still smaller than the Superb flagship. The huge trunk swallows 650 liters (CCC cu-ft) of family junk or salesman’s paraphernalia with the seats up – and that’s not where the practical touches end. In addition to a portable Bluetooth speaker and integrated fridge, the concept has four umbrellas.

New Octavia EV with Rivian Tech?

Whether those features will make it to the production car in 2027 or 2028, and what kind of power output and range figures the SSP platform can deliver, Skoda isn’t saying. But reports say we should expect 800-volt charging tech and advanced software developed with Rivian. And you can bank on Skoda rolling out a hot vRS version with even more attitude than this concept.

Skoda

Volkswagen is going back to its roots and putting a new focus on the core strengths that made us love its cars in the first place. That’s the message the automaker put out at this year’s Munich Motor Show, where it revealed some of the models that make up the new “true Volkswagen” family it hopes will help it fight rivals from China.

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

Most obviously, the names of the ID. Polo and its GTI twin, plus the ID. Cross, an electric alternative to the popular T-Cross combustion crossover, tells us that VW is putting new energy into its best-known badges and bringing its ICE and electric lines closer together. An ID. Golf will arrive by 2028, and a production version of the ID. Every1 concept, which could be called ID. Up, lands in 2027.

A Broader Commitment

But VW’s commitment to its core strengths goes deeper than simply ensuring familiar badges don’t fade away in the electric age. The automaker claimed it’s now focusing on new design, high standards of quality, attractive price-performance ratio, and innovative technologies.

“Our goal for the next five years is clear,” said VW brand CEO Thomas Schäfer. “By 2030 we want to establish ourselves as the leading high-volume manufacturer for pioneering technology.”

Schäfer’s boss, VW Group CEO Oliver Blume claimed the new family of EVs with improved software and battery tech has what it takes to protect the company from Chinese EVs steadily infiltrating Europe’s car market.

“Competition, for me, is very positive,” Blume told CNBC. “It is like in sport: when you have good competitors, you have to be better. That’s what we have been prepared to do in the last years, in terms of improving ourselves. I don’t fear the competition.”

Blume thinks VW can improve on its 28 percent electrified market share, but those qualities that promise to make cars like the ID. Cross a hit won’t be restricted to EVs, the automaker says. The automaker’s Munich stand also featured the facelifted version of the big-selling T-Roc crossover, the T-Cross’s big brother, along with the Tayron SUV launched earlier this year.

Update: We’ve added live shots from the Munich Motor Show, so you can see the ID. Cross Concept in all its glossy, under-the-spotlights glory.

VW really pulled out the stops for this year’s IAA Mobility 2025 in Munich, revealing not one but three new electric cars. We’ve already had a look at the ID. Polo (neé ID.2) and ID. Polo GTI, but the third EV is an even bigger deal. It’s the ID. Cross Concept and it previews next year’s production SUV, one with massive sales potential.

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

Photos Stefan Baldauf & Guido ten Brink

The Cross name tells us this subcompact utility is an electric equivalent to the existing T-Cross combustion crossover, though the name is about all they have in common. The ID. Cross is one of a family of upcoming small EVs built around a new front-wheel-drive version of the MEB platform.

Other models in the family include the ID. Polo and ID. Polo GTI, both expected to hit showrooms in 2026, as well as a production version of the ID. Every1 concept shown earlier this year, which could wear the ID. Up name when it launches in 2027.

Design and Dimensions

Though it rides on virtually the same 2,601 mm (102.4 inches) wheelbase as the ID. Polo (the hatch’s WB is 1mm shorter), the 4,161 mm (163.8 inches) long ID. Cross is 108 mm (4.3 inches) longer and most obviously 58 mm (2.3 inches) taller. There’s 490 liters (17.3 cu.ft) of luggage space in the rear, plus a 25-liter (0.9 cu-ft) frunk, something no other ID EV, including the ID. Polo, has offered.

The handsome, but conservatively designed Polo also misses out on some of the Cross’s bolder and more modern design details. These include a front fascia shaped by the interplay of LED lighting elements that VW describes as “friendly,” along with three illuminated rectangles embedded in a black C-pillar, an intentional nod to both the ID. Buzz and the original Bus that inspired it.

Black plastic trims exaggerate the size of the gently flared arches, which are cut high into the bodywork, while the 21-inch wheels are wrapped in special Continental tires that carry the alloy rim’s pattern into the sidewall. It’s a clever visual flourish, though one that’s impractical, hard to see in the real world, and sure to make tire shops roll their eyes.

Relaxing Interior with Some Physical Buttons

Inside, there are clear echoes of the ID2.all concept that previewed the ID. Polo back in 2023 (VW hasn’t released ID. Polo interior pics yet). An 11-inch digital instrument cluster lies beyond a chunky, square-shaped two-spoke steering wheel and a larger, 13-inch tablet touchscreen is mounted on the top of the dashboard’s center.

Thankfully, VW has listened to criticism of its earlier cars, and a bank of hard buttons is located below, meaning you don’t have to go stabbing at virtual buttons to change the cabin temperature. There’s also a small iDrive-style rotary controller on the console.

Related: VW ID. Cross Promises Big Looks At A Small Price

And if you don’t want to be overwhelmed by digital information, you simply flip your smartphone so it lies face-down on the wireless charging pad. Do that that and the displays switch to ‘calm status,’ only showing essential info.

That’s not the only way the ID. Cross’s designers have tried to create a relaxing environment. Ambient lighting, fabric-covered surfaces and the Vanilla Chai (read: beige) coloring used throughout the concept’s interior are designed to calm passengers by taking cues from Parisian haute couture and high-end furniture.

For fully horizontal relaxation time, the front and rear seats fold completely flat, meaning you could sleep in the back like you would in a classic VW Bus, albeit with a fair bit less wriggle room. To ensure maximum comfort the seat backrests are finished in a material Volkswagen likens to a comfortable yoga mat.

Powertrain and Range

The German automaker has already confirmed the availability of two battery options for the Polo, but is staying tightlipped about the Cross’s battery hardware, other than revealing it can deliver a 261-mile (420 km) WLTP electric range. A single motor mounted in the nose sends 208 hp (211 PS / 155 kW) to the front wheels, slightly less than the 223 hp (226 PS / 166 kW) mustered by the ID. Polo GTI, VW’s first ever GTI EV.

Related: Sales Collapse Forces VW To Slash Production Of Its Model Y Rival

Officially, the ID. Cross is just a concept, but next summer’s production SUV is going to be virtually identical. In fact, VW even makes a point of mentioning that the interior door handles, which you pull upwards, are production ready. And that should worry rival carmakers because we think VW has nailed this EV’s design in a way it totally failed to do with the ID.4 and ID.7.

US sales are yet to be confirmed, but the ID. Cross will cost from around £25k/€28k when it launches late in 2026 against electric crossovers like the Kia EV2, Toyota Urban Cruiser, Ford Puma Gen-E and Volvo EX30.

VW

US immigration authorities have detained at least 450 people in a raid at Hyundai’s new EV plant in Georgia. Atlanta’s Bureau of Alcohol, Tobacco, Firearms and Explosives confirmed that it had apprehended hundreds of “unlawful aliens,” but South Korea has expressed concern over reports that 30 of the detained were its country’s nationals.

ATFA Atlanta said it had joined forces with various federal organizations including Immigration and Customs Enforcement (ICE), the FBI and Drug Enforcement Administration (DEA) to perform the operation on September 4. The search warrant executed cited allegations of “unlawful employment practices and other serious federal crimes,” the Department of Homeland Security said.

Related: A Simple Traffic Stop Can Now End With Deportation In Florida

“Today @ATFAtlanta joined HSI, FBI, DEA, ICE, GSP and other agencies in a major immigration enforcement operation at the Hyundai mega site battery plant in Bryan County, GA, leading to the apprehension of [around] 450 unlawful aliens, emphasizing our commitment to community safety,” ATFA Atlanta wrote on X.

A High-Profile Target

The raid took place at the $7.6 billion, 3,000-acre EV site opened by Hyundai close to Savannah last year. Agents were focused on the construction zone for the new battery plant that’s scheduled to open in 2026, and Hyundai claims the operation didn’t impact the neighboring EV plant, which currently produces the Ioniq 5 and 9.

Though US authorities haven’t released names or details of the 450 people it detained at the site, Korean media reports that 30 are Korean nationals, something that has alarmed the country’s lawmakers.

Diplomatic Tension

“The economic activities of Korean investment companies and the rights and interests of Korean citizens must not be unfairly infringed upon during US law enforcement operations,” a spokesperson for the country’s foreign ministry said in a statement. South Korea sent diplomats to the site, BBC News reports.

President Trump pledged to deport undocumented migrants in the run-up to his 2024 election victory, but he has also said he welcomed foreign companies to set up manufacturing businesses inside the US, as Hyundai has done.

Atlanta ATF/Hyundai

Today, @ATFAtlanta joined HSI, FBI, DEA, ICE, GSP and other agencies in a major immigration enforcement operation at the Hyundai mega site battery plant in Bryan County, GA, leading to the apprehension of ~450 unlawful aliens, emphasizing our commitment to community safety. #ATF pic.twitter.com/su6raLrLu6

— ATF Atlanta (@ATFAtlanta) September 4, 2025

Update: With only a day to go before its official debut in Munich, the first exterior photos of Mercedes’ new GLC EV, a direct rival to the newly revealed BMW iX3, have surfaced online through outlets like KindelAuto and Reddit.

More: Mercedes Is Quietly Pulling The Plug On Two Of Its Newest EVs

Mercedes had suggested it would move away from the soap-bar styling of the EQ series, but in these images, the change seems mostly apparent at the front. An in your-face grille outlined in bright chrome takes center stage, filled with 942 pixel-like dots. Its overall design takes inspiration from classic Benzes such as the W108 and the Pullman. Taken on its own, it’s an intriguing modern reinterpretation, though it feels at odds with the rest of the car.

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A post shared by KindelAuto (@kindelauto)

In contrast, the rest of the GLC EV’s exterior feels more evolutionary than revolutionary. The silhouette is sleeker and somewhat more dynamic, yet it still carries echoes of the EQE SUV without the star-studded lighting elements. For now, the photos give only a partial sense of direction, so we’ll hold final judgment until clearer images arrive.

Original story continues below.

Mercedes has already teased the new electric GLC’s boldest exterior feature, its retro-futuristic light-up grille. Now it’s giving us a look at its wowest interior detail, a next-generation MBUX Hyperscreen display that stretches the full width of the car.

Related: Mercedes Is Replacing Its Most Disappointing EV With Something Way More Serious

At first look, the new baguette-shaped dashboard looks very similar to the setup in the electric CLA sedan that was revealed in March. But the CLA’s display is actually three (including an optional passenger display) cleverly concealed under a single pane of glass to make it look like one display, as was the original Hyperscreen that debuted on the 2021 EQS.

A True Single Display

The GLC’s, however, is a true single display, and at 39.1 inches it’s the biggest Mercedes has ever fitted to a production car.

Mercedes claims the high resolution and 1,000 LEDs that make up the display’s backlight technology deliver “exceptional clarity and vivid color,” but says drivers don’t need to worry about the Times Square of dashboards distracting them on the move. Intelligent zone dimming allows areas of the display to become less prominent while preserving important info. A bit like Saab used to, but one million times more high tech.

Two wireless smartphone charging pads are housed inside the uppper portion of the console, separated from the screen by a pair of central air vents. And directly below the chargers is a small strip of hard keys, plus a volume dial whose twin is located on the right-hand steering wheel spoke.

Lighting With Purpose

Ambient lighting is nothing new, but on the GLC it doesn’t only change according to the “mood” selected, but also shifts to notify the driver of changes to the system. Nudge the climate control’s digital temperature button and both the main ambient lighting and vent illumination briefly switch color to confirm the change.

The GLC with EQ Technology makes its full debut at the Munich auto show (IAA Mobility 2025) on September 7. The first of the new GLCs to launch is the GLC 400 4Matic with EQ Technology, which can add around 162 miles (260 km) of electric range in just 10 minutes thanks to its ability to charge at over 320 kW.

Mercedes

A new piece of research has sparked lively debate about how best to treat an EV battery, especially for those hoping to maximize its lifespan. With replacement costs still high, it’s no surprise that owners want clear answers on whether gentle driving or spirited use is better for long-term health.

Also: Breakthrough EV Battery Patent Could Charge In Minutes And Cross A Continent

EV batteries are still hugely expensive to replace, even if prices have fallen, so it’s only natural that anyone in for the ownership long-haul would want to look after theirs by driving and charging carefully. But a recent study published in the scientific journal Nature led some to believe that getting stuck into the right pedal on a regular basis and enjoying an EV’s performance could extend battery life.

The study, ‘Dynamic cycling enhances battery lifetime,’ compared the kind of discharge profiles achieved by a constant-current cycle in lab conditions with dynamic charging and discharging profiles from real-world EV use. It found that batteries subjected to the supposedly more gentle constant-current tests aged more rapidly than the more realistic ones.

Interpreting the Science

But before you head off to absolutely beast your EV down the highway, feeling like you’ve just been told a daily diet of Big Macs and beer will ensure you live to 120, it’s worth hearing what the battery diagnostic specialists from Aviloo have to say on the matter.

Aviloo’s own field tests of 402 identical EVs found that driving enthusiastically was a sure-fire way to shorten a battery’s lifespan, Auto Motor und Sport reports. The reason is that driving hard increases energy consumption and that means more charging cycles, more battery stresses and accelerated aging.

“If you drive efficiently, you save around ten percent of energy in the life cycle,” Aviloo’s Nikolaus Mayerhofer told AMS. “This means that 100,000 km (62,000 miles) with economical driving roughly corresponds to the battery load of 110,000 km (68,000 miles) with an aggressive driving style.”

Practical Advice for Owners

Aviloo isn’t suggesting the authors of the dynamic charging study got it wrong, only that other people misinterpreted their results. Its advice for anyone looking to maximize their EV’s battery life is unchanged: drive efficiently, and unless really necessary don’t fast-charge, charge over 80 percent or leave a car with a ton of juice in it for long periods.

But if that all sounds like too much work or just plain boring, all is not lost. In a recent German study a VW ID.3 lost only 8 miles (13 km) of range after four years and 107,000 miles (172,000 km), despite almost always being charged to full and often being left parked up fully charged.

Sales of Audi EVs jumped by 32 percent in the first six months of 2025, even as the brand’s overall sales slid 5.9 percent, and leading the charge was the Q4 e-tron. Now the compact electric SUV is about to get a facelift that could help it grab a few more sales, including from market leader Tesla, whose global sales fell 14 percent in Q2.

Our spy photo crew already snapped the updated slope-tail Sportback version of the updated Q4 back in April, but this time they’ve captured the more practical standard version. The pair is identical from the B-pillars forward, but the regular e-tron spied here has a flatter roof and more upright rear window to improve rear passenger and luggage space at the expense of some visual drama.

Related: Audi Q4 E-Tron Glow Up Takes Aim At Tesla’s Model Y

Both are in line to deliver the same low-key visual improvements whose main elements are teaks to the lights, bumpers and grille. Audi has stopped short of giving the Q4 duo the split headlight arrangement used on their Q6 e-tron big brother, but it has transplanted the multi-segment DRL technology used on that car, the new A5 sedan and the A6 e-tron.

A new lower grille with a hexagonal mesh pattern replaces the grille made up of horizontal bars on today’s Q4, but the hood’s lack of disguise reveals there are no expensive changes to the sheetmetal. The Q4 also doesn’t get the A6’s flush door handles (the Q6 doesn’t have them either, though it’s Porsche Macan Electric cousin does).

One update we noticed on the Sportback prototype which is duplicated here is a bigger ADAS sensor at the top of the windshield. Unlike some other electric SUVs like the Ford Mustang Mach-E, the Q4 doesn’t currently offer a hands-off cruise control feature, though there’s no guarantee it’ll get it with the facelift.

What is guaranteed when the revised EV debuts later this year is an update to the infotainment system, which already features the ChatGPT-powered AI assistant that’s also been rolled out to other VW Group EVs like the Volkswagen Golf and ID.7. We’re also expecting some improvements to the electric driving range. The single-motor Q4 was boosted to 282 hp (286 PS/210 kW) in late 2023 and the dual-motor models have been able to charge at 175 kW since the same update.

But the most recent Q4 news focused on the addition of an entry-level Q4 35 e-tron (not available in the US) whose small 55 kWh battery can send you 221 miles (355 km) between charges, and a 40 e-tron with a 63 kWh battery that’s good for 263 miles (424 km).

Baldauf

The Mercedes G-Wagen (aka G-Wagon or G-Class) is a real if-my-numbers-came-up kind of daily for many of us. But even folks with lottery win-sized bank balances haven’t taken a shine to the new electric version, and thus Mercedes is making moves to get them moving.

A bulletin sent to dealers instructed retailers to offer incentives of up to $9,500 in August on the G580 with EQ technology. That’s $2,000 more than the $7,500 that was already on the table last month, and more than BYD charges for an entire Seagull EV in China. There are also deals to be had on the monthly G580 lease costs themselves in the form of promotional lease rates that bring the APR down to 4.3 percent.

Related: BMW Is Planning A Rugged G-Class Rival That May Kill The XM

CarsDirect suggests Mercedes is pushing out the deals to make hay before EV tax credits disappear in September, hoping to attract customers keen to secure a saving before the credits window closes. Although the G580 EQ wouldn’t qualify for the federal rebate (or the Mercedes incentive), if you were buying it outright, due to the combination of its high purchase price and foreign origin, those obstructions are removed if you lease it.

An almost five-figure discount would be game-changing on an ordinary car, but in this case we are talking about a $162,650 SUV. And more specifically, one that costs $13,000 more than the gas-powered G550 many people would prefer to drive, but unfortunately doesn’t qualify for the incentives. The $187,250 G63 AMG, the one almost everyone would – finances allowing – pick first, doesn’t qualify either.

The G580 EQ looks just as cool as a combustion G-Class and can do showboating tank turns, but it’s seriously compromised as an EV by its mammoth 6,800 lbs (3,085 kg) bulk and brick-like shape. Despite a huge 116 kWh battery, the 579 hp (588 PS / 432 kW) EQ has an EPA-rated range of only 239 miles (385 km), though reports claim a new battery coming in 2026 could add at least 100 miles (160 km) to that number.

However, if you can live with that drawback, have deep pockets, and don’t want to wait a year, now is a good time to jump in. CarsDirect says you can get into a G580 EQ for 36 months and 36,000 miles (58,000 km) for $1,869 per month, which works out at a true $2,275 once you’ve accounted for the $14,613 due at signing.

The big news from Ford the past week was the announcement of the $30k electric pickup arriving in 2027, an EV that’s just the first of many coming in the next five years. But its engineers say the really big story is how they ripped up the rulebook on building EVs to come up with a production process that will leave rivals, and especially newcomers in the industry, floundering in its wake.

“I don’t think many legacy car manufacturers could pull off a project like this,” said Doug Field, Ford’s Chief EV, Digital and Design Officer. “And I don’t believe new electric vehicle startups will be able to keep up with our Ford engineers and manufacturing teams making this a reality.”

Related: Mustang Mach-E Appears Unable To Stop Before Violent Crash In Viral Clip

Ford’s Universal Electric Vehicle Platform was conceived by a small skunkworks team headed by former Tesla engineer Alan Clarke, who worked in near secrecy in California with a bunch of brains recruited from inside and outside of the automaker’s ranks.

The architecture the team created broke from Ford tradition in key ways. One is the use of unicasting, where large one-piece aluminum castings replace multiple welded panels on a current Ford vehicle. This technology – also being used or developed by other brands, including Tesla and Toyota – allowed the team to eliminate three-quarters of the parts, two-thirds of the welds, and half of the fasteners versus a traditional pickup. Another big leap that saves both time and weight is the removal of almost a mile (1.6 km) of wiring versus an older of Blue Oval’s EV.

Ford

But equally important is how these new-generation EVs will be produced inside Ford plants. Henry Ford is credited with revolutionizing the car industry by introducing a moving production line that ramped up efficiency and drove down cost. Now, though, the company is moving away from the idea of a single production line to what it calls a production tree.

Instead of vehicles moving down one track, they’ll start off on three parallel lines, one building the front, one the rear and the other the structural battery core. When each sub-section is complete the three lines converge and the EV is finished off, having spent far less time in build than a conventional car. Ford says these combined efficiencies – the platform and the production process – will help it compete with Chinese automakers.

“The Model T was affordable not because it was a thrifted version of other cars, but because brilliant minds took fundamentally new approaches to old problems,” said Doug Field. “That’s exactly what we set out to do in creating the Ford Universal Electric Vehicle Platform.”

Ford says the 2027 mid-size electric truck will be as quick as an Ecoboost Mustang and as roomy as a Toyota RAV4. It also promised a five-year cost of ownership that will be “lower than buying a three-year-old Tesla Model Y.” Images shown at the pickup’s announcement revealed the same platform could be used to create a diverse range of other vehicles from a two-door panel van to a three row SUV.

Sales of Lucid’s Air sedan are growing, and its new, high-riding Gravity brother has met with rave reviews, so why are sales of the SUV so awful?

That’s a question you might ask after learning that a pathetic nine examples of the theoretically more on-trend EV in Lucid’s lineup were registered in the first six months of 2025. The figures, first reported by Auto News, come from S&P Global Mobility, whose data set also confirmed the Air logged 4,780 registrations in the same period.

Related: Lucid Prepares An SUV That’s Built For More Than The Highway

Lucid sedan sales were up 52 percent year-on-year, but far more people want to buy SUVs than traditional-shaped four-door cars these days, so the nine-unit Gravity tally was disappointing to say the least.

“The Gravity nails its mission,” wrote Car and Driver after testing the $96,550 utility, praising its speed, range, and cargo space. But since the ultimate mission of any automaker is to sell cars, S&P GM’s numbers suggested it hadn’t nailed, but failed, its mission.

Lucid Pushes Back

Unlike U.S. President Donald Trump did upon hearing less than favorable job statistics, Lucid didn’t have a meltdown and demand the head of S&P GM’s adder-upper. But it did claim to Auto News reporters that the nine-cars figure was wildly inaccurate. The real numbers are in the “multiple hundreds,” it said in an email to the website.

Lucid explained the huge disparity between the two numbers as resulting from a lag between the date on which vehicles are sold and the date on which they’re registered.

The Gravity entered production in December 2024, but 2025’s first quarter production was ringfenced for showroom models and demo drives. Customers didn’t begin to get their own SUVs until spring, and even then, the production ramp-up was happening slower than anticipated, interim CEO Marc Winterhoff told AN in June. The loss-making company also trimmed its 2025 production forecast.

More Trims, More Volume to Come

Currently, the Gravity is only available in GT trim with 828 hp (840 PS / 617 kW) and a 450-mile (724 km) EPA range, but a year from now, with SUV production in full swing, the numbers will look very different, and registrations should relegate the Air sedan to a side-man.

Less than a month from now, Mercedes CEO will reveal the company’s new GLC EV at the Munich IAA and tell the world how this fast, long-range SUV with the retro-futuristic illuminated Benz grille will drive the three-pointed star into the 2030s. But separately, Ola Källenius is calling for an urgent rethink on EU legislation that will force buyers and carmakers to go electric by the middle of that decade.

Related: EU May Quietly Ban Gas Rentals Starting In 2030

“We need to do a reality check,” Källenius told Germany’s Handelsblatt newspaper, referring to the EU rules that will effectively outlaw combustion-powered cars from 2035. “Otherwise, we’ll be driving full speed into the wall.”

Concerns over market readiness

Källenius is concerned that the European car market could collapse if lawmakers force EVs on buyers who aren’t ready for them. He believes customers will rush to buy the last remaining petrol and diesel cars in the years running up to the 2035 cut-off, and claims there are better ways to clean up the continent’s air without threatening entire nations’ economies.

“Of course, we have to decarbonize,” Källenius said, “but it has to be done in a technology-neutral way. We mustn’t lose sight of our economy. I wouldn’t set a specific date for the phase-out of combustion engine technology. An absolute target at a fixed time with draconian penalties won’t help.”

Incentives over bans

Instead, the 56-year-old German suggests more needs to be done to persuade buyers to make the shift of their own accord.

“Look at China. There, there’s no end date on this issue, no ban on any technology,” he told Handelsblatt. “Instead, low prices at charging stations and tax breaks provide strong incentives to buy all-electric cars. At the same time, however, unlike in Europe, various hybrid versions and combustion engines are permitted.”

Industry pushback grows

Källenius is pushing for a 2035 rethink not only as CEO of Mercedes, but in his new role as president of the European Automobile Industry Association (ACEA). And he’s not the only senior industry figure calling for the combustion ban to be overturned. Last year, BMW CEO Oliver Zipse declared the 2035 cutoff “unrealistic,” warning that it could increase European automaker reliance on Chinese batteries. 

Elon Musk’s long to-do list contains plenty of projects deemed more important than the long-awaited Roadster, which still has no firm ETA. But a British startup hopes to capitalize on that delay by launching its own Roadster EV, and it’s already snagged some high-level car industry execs to help make it happen.

Related: Former Tesla Execs Debut New Electric Roadster Named To Taunt Elon Musk

Former McLaren CEO, Mike Flewitt, ex-Lotus Europe CEO Dan Balmer, and Michael van der Sande, whose resume includes stints at Lucid Europe, JLR’s special projects division, and as head of Alpine, have all joined the advisory board of Longbow. The company was co-founded by engineer Daniel Davey, who brings experience from Lucid and Tesla.

Two cars, one platform

Longbow is working on two similar cars built around the company’s own aluminium EV architecture, the first of which is scheduled to start production in the UK in 2027. Called the Speedster, it’s a two-seat, rear-wheel-drive EV with no windshield, a target curb weight of an incredible 1,973 lbs (895 kg), and a promised zero to 60 mph (97 km/h) time of 3.5 seconds.

Launching after the $110,000 Speedster is the related Roadster – and yes, that name is a deliberate dig at Tesla, whose own Roadster was originally mooted to carry a $250,000 price tag.

Costing just $84,000 if things go to plan, the removable-roof fastback is a tenth slower to 60 mph than the Speedster due to a 220 lbs (100 kg) weight penalty. Though even with the extra ballast, it still weighs less than a 15-year-old Lotus Elise, and half as much as most modern EVs.

“You have plans and you have ideas, but what you need to be able to do is sense check each of those with people who’ve done it before,” Davey told Autocar, explaining his rationale for bringing Flewitt, van der Sande, and Balmer on board.

Flewitt, who resisted calls for McLaren to produce an SUV and resigned abruptly in 2021, told the magazine he saw qualities in the Longbow cars that are no longer evident at other carmakers.

Veteran insight

“You look at [the Longbow] product, it’s a compact sports car; it’s built around driver engagement;  it’s a good size; It emphasises lightweight,” Flewitt said.

“These are all the characteristics which, frankly, I feel are starting to be lost in the industry. And to see somebody coming in with leading edge technology, but with those attributes at the forefront, is quite novel, and it really stood out to me.”

Longbow

Despite getting a facelift earlier this year, the formerly dominant Model Y has seen demand sagging, but Tesla has some tricks up its sleeve to help grab buyers’ attention. One is a Performance variant, something absent from the electric crossover’s lineup since the spring. Another is a basic entry-level trim. And then there’s this: the long-wheelbase Model Y L.

The L is already on sale in China and is due to make its European debut later this year. It gains around 6 inches (150 mm) of wheelbase over the 113.8 inches (2,890 mm) on the current Model Y that is used to add a third row of seats, most likely in a 2+2+2 configuration.

Related: This Could Be The Fastest Model Y Ever But Tesla Won’t Tell You

Although both US and European Model Ys were previously available with the option of a third row, it was pretty cramped as the wheelbase was the same and the feature wasn’t offered on the facelifted ‘Juniper’. Bringing a third row back, only this time with extra legroom, should improve the take-up rate and is vital in Europe, because the Model X was recently discontinued in the region.

The overall shape of the L is very similar to the stock Model Y’s, but the L’s stretch is evident in the shape of the rear door. On the SWB variant the wheelarch cuts a big chunk out of the door, but on the L the shutline is almost in front of the wheel. From the B pillar forward, however, the two Model Ys will be identical, both featuring the new LED light bar and slim headlights that arrived with the February facelift.

There’s another little L giveaway, though, one that you’ll spot even if you don’t get a look at the longer profile. And it’s a detail that looks like it ought to be fitted to the range-topping Model Y Performance that’s also due to launch later this year. Instead of a flat spoiler jutting out from below the rear window on the hatch, the L gets a ducktail spoiler worthy of an entry in a BMW tuner’s catalog.

Perhaps the L’s subtly different shape demands more stability at high speeds, not that it’s any speedier than the regular Model Y. In fact, due to a slight increase in curb weight it should, in theory, be fractionally slower than the dual-motor, AWD short-wheelbase model, which Tesla says can hit 62 mph (100 km/h) in 4.8 seconds.

SHProshots

Ford promised a Model T moment this week, and the news it just dropped is undeniably huge. The headline is that a new $30,000 compact electric truck is in development and will arrive in 2027. But the story is much bigger and involves an entire family of affordable EVs that will follow in the truck’s wake.

More: Ford Delays Big EV Truck Again But Something Smaller Is Coming And It Could Be Named Ranchero

But let’s deal with the pickup first. Ford says it’s a four-door midsize electric truck, meaning it will fit in the range below the existing F-150 Lightning. It’ll start production in Ford’s Louisville plant in Kentucky two years from now, and will cost $30,000 – and that’s an MSRP, not a with-tax-credits price, because credits are being axed this September. Ford says the price matches what the Model T cost a century ago, adjusted for inflation.

Quick Like a Mustang, Roomy Like a RAV4

If this is already starting to sound like bad news for startup Slate Auto and its back-to-basics Slate electric truck, things only get worse. Instead of around 8 seconds to 60 mph (97 km/h), Ford says its electric pickup – which could be badged Ranchero – will be as quick as an Ecoboost Mustang, suggesting 5-second-grade performance. It even claims the truck will have “more downforce” than the Mustang.

And Ford also promises the four-door cabin will have as much interior space as a Toyota RAV4 SUV, says it has a frunk to give a car-like cargo bay, and a lockable bed that can swallow surfboards and other outsize gear. 

A Platform with Range

The EV rides on a brand new flexible electric platform that will spawn a huge family of other EVs, some very different from the truck, judging by Ford’s presentation. One gif showing the different types of vehicles the platform could accommodate showed everything from two-seat vans to three-row SUVs.

Compared with a conventional platform, the new architecture has 20 percent fewer parts, 25 percent fewer fasteners, requires 40 percent fewer plant workstations, and reduces build time by 15 percent, Ford claims. It also suggests the resulting vehicle will cost less over five years of ownership than a Tesla Model Y does over three.

“The numbers tell the story” Farley said. “Take for instance the wiring harness in the new midsize truck; it will be more than 4,000 feet (1.3 kilometers) shorter and 10 kilograms lighter than the one used in our first-gen electric SUV.”

Ford plans to cut costs further by equipping the truck with lithium-iron-phosphate (LFP) batteries. These packs are designed to be lighter and more compact, and they will double as part of the vehicle’s structure, forming the floor as well as the battery housing.

“We took inspiration from the Model T – the universal car that changed the world,” said Doug Field, Ford chief EV, digital and design officer. “We assembled a really brilliant collection of minds across Ford and unleashed them to find new solutions to old problems. We applied first‑principles engineering, pushing to the limits of physics to make it fun to drive and compete on affordability. Our new zonal electric architecture unlocks capabilities the industry has never seen. This isn’t a stripped‑down, old‑school vehicle.”

An Assembly Line Reinvented

The company will overhaul its manufacturing process with the Universal EV production system, replacing the traditional straight-line assembly with a branching “assembly tree.” In this setup, the front, rear, and structural battery pack are built on separate lines at the same time before being joined in final assembly.

Large single-piece aluminum castings reduce the number of parts, while pre-organized kits provide workers with all tools and components in the correct position, improving speed and ergonomics. According to Ford, the design “dramatically improves ergonomics for employees by reducing twisting, reaching and bending, allowing them to focus on the job at hand” .

Ford says the approach will make assembly of the midsize electric truck up to 40 percent faster than current Louisville-built vehicles, with part of that time reinvested in insourcing and automation to raise quality and lower costs. The net result is a 15 percent overall speed increase.

End Of The Road for Escape, Corsair

The arrival of Ford’s new generation of EVs at Louisville means the end of the road for the company’s Escape compact SUV as well as the Lincoln Corsair, both of which are currently assembled at the Kentucky plant.