The recall impacts Equinox EV models built from August 13 to October 16, 2024.
Impacted models don’t produce enough pedestrian alert sound, increasing the risk of a collision.
Dealerships will need to re-calibrate the EV’s body control module.
The Chevrolet Equinox EV is involved in another recall in the United States, just two months after a handful had to be repaired for door strikers that could crack under pressure. This recall is much more widespread than October’s, impacting 7,606 examples across the United States.
Like all other EVs on the market, the Equinox EV is required to have a pedestrian alert sound system. However, Chevrolet has revealed the system in the Equinox EV may have been improperly calibrated and may not produce enough exterior sound when the SUV is traveling between 20 km/h (12.4 mph) and 30 km/h (18.6 mph). The carmaker rightly points out that if pedestrians can’t hear an approaching Equinox EV between these speeds, there’s a heightened risk of a collision occurring and a pedestrian being injured.
The recall impacts 2025 Equinox EV models manufactured between August 13, 2024, and October 16, 2024. GM has blamed the fault on incorrect software calibrations in the body control module. It opened an investigation into a potential problem on October 8, 2024, after an audit found the pedestrian alert sound on 2025 models was not up to spec. A decision to issue a recall was made on December 5.
Owners will be alerted to the recall from January 27, 2025. Curiously, customer-owned vehicles will need to visit a GM dealership to have the body control module’s software correctly calibrated, while unsold vehicles may receive the same update over the air. GM hasn’t specified why the over-the-air update isn’t available for all vehicles.
October’s recall for the Equinox EV also encompassed the 2025 Chevrolet Blazer and Blazer EV models. Chevy revealed these vehicles had door strikes that were improperly heat-treated and did not meet its hardness specifications, meaning the doors could swing open while driving or during a crash. Fortunately for GM, none of these vehicles had been delivered to customers at the time of the recall and were still on dealership lots.
The car features a canopy-style roof and looks like an open-wheeler.
Rimac had initially planned to unveil the car in 2024 but we now expect to see it in 2025.
Lap records could start to fall around the world when the car hits the track.
Rimac may have quietly dropped a teaser image for its upcoming single-seater hypercar that Mate Rimac has promised will be quicker than a Formula 1 car. If you thought the Nevera and Nevera R were quick, just wait until you see what Rimac has up its sleeve.
This intriguing sketch is included in the latest issue of the Rimac Magazine that’s available to purchase on the carmaker’s website. One of the pages shows a line-up of three Rimac models, including the regular Nevera, a turquoise-colored Nevera R, and the front end of a mystery third model, triggering speculation that this could be the brand’s single-seater.
While some of the intricacies of the car’s design are hard to spot, it looks to have a pronounced front noise section that is not dissimilar to a Formula 1 car or IndyCar. However, unlike most open-wheel racers, it appears to have large sections positioned in front of the wheels, likely to aid in aerodynamics. Interestingly, there don’t appear to be any parts that shield the top of the tire, effectively giving it an open-wheeled design.
We can also see the car has a fixed canopy, which extends further forward than it does on the Nevera, and a wraparound windshield that is not dissimilar to what you’ll find in a fighter jet.
Mate Rimac confirmed work on a track-only single-seater in August, at the launch of the Nevera R. He claims it’ll be faster than an F1 car and be built around a bespoke platform. He added it will have a canopy-style cockpit, lending credibility to the idea that this image doubles as a subtle teaser for the car. The Croatian brand initially planned to reveal the model in 2024 before taking it to the track in 2025 with plans to smash several records.
No details about the car’s powertrain are known, but it will probably be all-electric. If sold to customers, it’s also bound to be exorbitantly expensive.
A Tesla Cybertruck dent repair quoted at $3,000 was fixed for $25 using a suction cup.
The stainless steel door panels require costly blending, even though the truck has no paint.
Many dents can be repaired affordably with DIY tools instead of paying high repair shop fees.
Replacing body panels can drain your wallet faster than a holiday shopping spree, but sometimes there’s a much cheaper and easier fix hiding in plain sight. Take this Tesla Cybertruck, for example: it was originally quoted a jaw-dropping $3,000 repair bill but was saved with nothing more than a humble suction cup. Yes, really.
This particular Cybertruck belongs to YouTuber Detroit Tesla , who somehow managed to end up with a huge dent in the driver’s door. No one knows how the dent got there (maybe an overly ambitious shopping cart?) but the owner was understandably shocked when Tesla’s repair center hit him with a $3,000 estimate to supply and fit a new door panel.
The door panel itself would have cost $828, which isn’t unreasonable given it’s made from high-strength stainless steel. Tesla would have then needed to ‘blend’ the finish of the new panel to match the rest of the Cybertruck’s body panels which have already been weathered. Most cars require blending of the paint when replacing parts, and while the Tesla doesn’t have paint, work still needs to be done to ensure a new stainless panel isn’t shinier than the others.
Unwilling to pay Tesla, the owner met up with a friend to try and pull out the dent themselves. The first few attempts didn’t go very well as they tried to pull out the dent while it was raining, preventing the suction cup from firmly sticking to the panel. After taking it inside, they heated the panel with a large propane heater and stuck four glue sticks to the door. Sticks like this can be useful to pop out dents but are best used on weaker materials like plastic, not stainless steel. Unsurprisingly, they didn’t work.
As a last resort, they grab the suction cup once again, and this time, it works. If you didn’t know better, you’d never guess it had once been crumpled like an aluminum can at a recycling plant.
A Reminder: Sometimes Simple Solutions Work
Even if you don’t drive a space-age electric pickup truck, this is a solid reminder that you don’t always need to shell out for costly repairs. For smaller dents like this, a quick trip to your local auto parts store for a suction cup could save you a ton of cash—and the pain of watching your savings account take a hit. Sometimes, it’s the simplest tools that get the job done.
The one-off electric van has three motors with a combined 1,400 hp.
Ford’s insane SuperVan 4.2 is also only 5 seconds slower than a Renault R24 F1 car.
Ford is eager to show the world that electric vehicles can be quick and thrilling with several high-powered technical demonstrator vehicles over the past few years. These include the 1,400 hp Mustang Mach-E 1400 and, most recently, the F-150 Lightning SuperTruck conceived for Pikes Peak. There’s also the SuperVan 4.2 unveiled back in 2023.
This insane take on a minivan is truly unlike anything else on four wheels, coming out victorious at this year’s Goodwood Festival of Speed Hillclimb, screaming up the course in an impressive 43.98 seconds. Recently, Top Gear got its hands on the one-off and decided to put it to the test, handing the keys over to the Stig for a high-speed run around the Dunsfold Aerodrome.
Back in the days of Top Gear, the SuperVan 4.2 would have been excluded from any official lap time board for not being street-legal and too low to go over a speed bump. Nevertheless, the time it set is stunning.
Just 1 minute and 5.3 seconds after setting off, the Stig crossed the finish line. This makes the SuperVan 4.2 the third fastest car to ever lap the circuit, just behind the 59-second lap of a Renault R24 F1 car and the Lotus T125 with its best time of 1:03.8. It also makes the Ford 1.9 seconds quicker than a McLaren 720S GTX, 3.2 seconds quicker than a Pagani Zonda R, and 5.6 seconds quicker than the current production car record holder, the Koenigsegg Jesko Attack.
Key to the SuperVan’s insane performance is a trio of electric motors delivering 1,400 hp. It also runs on racing slick tires and produces 4,400 lbs (1,995 kg) of downforce at 150 mph (242 km/h).
Dodge plans to release multiple Charger variants throughout the car’s expected lifecycle.
These renders reimagine what a widebody version of the new Charger could achieve.
Two different wheel designs add to the muscle car’s wider and more aggressive stance.
The new Dodge Charger may have left muscle car purists shaking their heads and mourning the glory days of roaring V8s. And yes, the introduction of an all-electric powertrain feels like the automotive equivalent of swapping steak for tofu. But, credit where credit is due – Dodge has at least managed to craft a design that feels modern without abandoning the Charger’s heritage. With a few nostalgic nods and some clever retro cues, the new model still looks unmistakably like a Charger.
Earlier in the year, Carscoops’ own Thanos Pappas imagined what the new Charger would look like with a dramatic widebody kit, inspired by the previous-generation model. Another talented designer, Kelsonik, has now provided us with another take on a widebody Charger, and with just a few changes, the new model can be made to look sensational.
The arches grafted onto the new muscle car are similar to those from the old Charger Widebody and suit the rest of the car’s lines brilliantly. Some widebody kits look cheap and tacky, ruining the look of a car. That’s not the case here. The bulbous fenders complement the Charger’s wide and aggressive hips, giving it a bold stance on the road.
Illustrations Kelsonik/Instagram
Adding to the visual drama are a few other thoughtful touches. Kelsonik has equipped the Charger with a subtly larger front splitter for extra flair and showcased two distinct sets of wheels. Both options amplify the car’s aggressive personality without tipping into overdone territory.
While some despise the new Charger, it’s worth remembering that we’re only at the start of its lifecycle. Two variants of the electric model will be offered with power ranging from 456 hp to 630 hp. Dodge is also finalizing a pair of ICE versions with the latest 3.0-liter twin-turbocharged inline-six Hurricane engine from Stellantis, already used in several Jeep models. This engine will be offered in 420 hp and 550 hp configurations.
If history tells us anything, it’s that Dodge has a habit of one-upping itself. Over the next few years, it’s safe to expect the Dodge Charger lineup to expand with more powerful and more audacious versions. A factory-standard widebody model feels inevitable. If Dodge can channel the same energy brought to these renders, the future of the Charger could be as bold as its legacy.
Tested in a U-turn drag race, the two EVs showed they were almost perfectly matched.
The Tesla Model 3 accelerates faster, but the Hyundai Ioniq 5 N brakes more effectively.
In a head-to-head EV battle, tight finishes prove the gap between rivals is shrinking.
The Tesla Model 3 Performance Hyundai Ioniq 5 N may not be direct rivals, given one is a sedan while the other is a crossover, but there’s no denying they are two of the most talked-about performance EVs currently on the market. Both offer blistering straight-line performance and impressive handling, but which is the best?
To give us an idea of the individual strengths and weaknesses of the Tesla and the Hyundai, Edmunds pitted them against each other for its U-Drag Race test. This consists of a quarter-mile sprint, a high-speed U-turn to test out the car’s cornering abilities, and a sprint back down the runway. The duo were very evenly matched and showed there are different ways to achieve extreme levels of EV performance.
The first test is extremely close. Off the line, the Tesla has the advantage and edges in front of the Hyundai. However, under braking, the Ioniq 5 N closes in and is able to take the U-turn tighter and quicker, allowing the driver to get back on the throttle faster than the driver of the Model 3 could. This gives the Ioniq 5 N an advantage on the sprint back home and it eventually finishes ahead of its American rival by less than a car length.
Interestingly, the Hyundai got the better launch in the second race, and this time, the driver of the Tesla took the U-turn slightly tighter, making up a little bit of time. Heading to the finish line, the Hyundai pulled ahead, taking its second victory.
A look at the figures shows the Tesla recorded the best 0-60 mph (0-96 km/h) time at 3.1 seconds compared to the 3.3 second time of the Ioniq 5 N. The Tesla also set the quickest quarter-mile at 11.0 seconds, whereas the Hyundai needed 11.2 seconds. However, it was the Korean that pulled the highest G in cornering and finished the U-turn drag race in 32.8 seconds compared to the 33.0 second time of its rival.
The reviewers note the Tesla makes it much easier to set up as drivers simply need to switch it to Track mode. By comparison, the Hyundai has a dizzying array of settings and customization options, meaning you need to dive into the menus to achieve the best performance.
It is, however, worth adding that some commentators point out that the reviewers misunderstood the Track mode as being the optimal for a drag race, which isn’t the case with the Model 3 Performance. That’s because it slows down the launch a bit and uses more energy to cool the battery so it doesn’t overheat when lapping a circuit.
According to Tesla, the Insane mode pre-heats the battery and “provides the maximum level of acceleration immediately available”, so for a quick sprint, such as the one required in a drag race that’s over in seconds, it’s preferable. Track mode, on the other hand, is designed “to modify the stability control, traction control, regenerative braking, and cooling systems to increase performance and handling while driving on closed circuit courses”.
In any case, even in Track mode, the Model 3 had an edge in acceleration over the Ioniq 5 N anyway and lost out in braking and cornering. It would be interesting, though, to see a rematch with the Tesla in Insane mode, which should settle the issue.
Tesla China sells the Model Y light kit for $220, with installation included in the price.
The system links to the EV’s infotainment screen and allows customizable colors.
There’s no word on whether it will be offered in other markets, such as the US.
A decade ago, who could’ve guessed that carmakers would turn dimly-lit cabins into a battleground of LED excess? Yet here we are—ambient lighting is everywhere now. The popularity of these systems shows no signs of abating, and they can be found in everything from cheap hatchbacks to premium saloons and SUVs. To cash in on the demand for these systems, Tesla is offering an ambient light upgrade kit for the Model Y, though there’s a catch; it appears to be available only in China.
Perhaps unbeknownst to many Model Y owners in the US, examples of the electric SUV built and sold in China were updated last year to include a strip of configurable ambient lighting running across the dashboard. Now, Tesla is selling an ambient lighting kit for Model Ys assembled between January 22, 2022, and October 1, 2023, before the kit was included as standard.
There are plenty of universal aftermarket ambient lighting kits, but Tesla’s option is a little more extensive. Not only does it add an LED strip to the dashboard, but it also replaces the wooden dash insert in favor of a gray textile area. The kit syncs up to the car’s infotainment display and can be configured to display any imaginable color.
Tesla Model Y owners in China can order the ambient lighting kit for 1,599 yuan, or the equivalent of $220, and this includes installation fees. Something tells us that such an option, especially at this price tag, would have become hugely popular in the States.
For now, there’s no word on whether or not this kit will eventually be offered in the United States next year, but even if it’s not, the Model Y could get ambient lighting soon enough. As part of the Model 3’s mid-life facelift, Tesla designed a strip of ambient lighting across its dashboard and door panels. In all likelihood, the heavily-revised Model Y, currently known as the Juniper, will get a similar LED array at launch.
In the meantime, American owners will just have to admire the glow from afar or dig into the aftermarket scene for a DIY solution. Either way, the days of dark car interiors are well behind us. Whether that’s a step forward or just a new form of distraction is, of course, up for debate.
Up to 12 million EVs are expected to be sold in China by next year.
Sales of ICE-powered vehicles may drop by as much as 10% in 2025.
Demand for PHEVs is expected to jump, but won’t keep pace with EVs.
The electric vehicle revolution isn’t coming, it’s already here, and nowhere is this more evident than in China. In just a few years, the world’s largest car market has flipped the script on internal combustion engines, with sales of EVs, plug-in hybrids, and hybrids chipping away at the dominance of traditional gas-powered cars. By 2025, EVs alone are set to outsell ICE vehicles for the first time.
EV Sales Are Skyrocketing
According to forecasts from investment heavyweights like UBS, HSBC, Morningstar, and Wood Mackenzie, China’s EV sales are expected to hit 12 million units in 2024, a massive 20% jump from 2023. Meanwhile, ICE sales are predicted to nosedive by 10%, falling below 11 million units. If these numbers hold, EVs won’t just overtake ICE cars, they’ll obliterate official goals.
In 2020, the Chinese government set a target for EVs to account for 50% of new car sales by 2035. At this pace, the country will blow past that milestone a full decade early.
When the cross-over point is reached next year, electric vehicles will continue to surge and could exceed 18 million by 2034, data published by The Financial Times suggests. Meanwhile, sales of ICE models will follow a downward trajectory and, in 2034, could drop to as low as 2.93 million. In 2025, more PHEVs are also expected to be sold than any year previously, reaching 4.39 million, and may grow steadily to a peak of 6.05 million in 2033. Traditional hybrids may hover between 730,000 and 1 million units over the coming decade.
However, while strong EV sales are predicted well into the future, increasingly stiff competition will likely squeeze out many brands as the market moves towards consolidation.
“While China’s domestic EV sector is clearly flourishing, it is also facing slowing growth — from a very high base — models oversupply, intense competition and a price war,” says HSBC analyst Yuqian Ding. “The longer-term direction of travel is clear — China’s EV juggernaut is unstoppable.”
In short, the EV gold rush is evolving into a cutthroat survival game. The winners? Likely the automakers that can deliver high-quality EVs at the most competitive price points.
China’s dramatic shift to EVs also means that existing factories producing millions of ICE vehicles will have very little domestic market to serve. Foreign brands will also feel the pinch. In 2024, the market share of foreign cars plunged to just 37%, compared to 64% in 2020.
This demonstrates Chinese buyers’ increasing preference for local vehicles in the planet’s largest new car market, which results in German, Japanese and US manufacturers seeing a significant source of revenue diminished.
Evice is working to electrify the Rolls-Royce Corniche and Silver Shadow.
Both models will produce 400 hp and travel over 200 miles per charge.
The first customer deliveries are expected to start in the spring of 2026.
Turning a classic sports car into an EV is like turning a samurai sword into a butter knife—sure, it works, but it kind of misses the point. On the other hand, taking a stately luxury barge like a Rolls-Royce Corniche or Silver Shadow and giving it an all-electric rebirth? Now that’s something even purists might get behind. British firm Evice has stepped into the electric restomod game, and their work on these classic Rollers is nothing short of impressive.
While other projects might prioritize flashy gimmicks or Tesla-style acceleration, Evice’s approach feels refreshingly thoughtful. Their first prototype, dubbed XP1, is based on the Rolls-Royce Silver Shadow. This car, along with Evice’s future production models, features an 800-volt electrical architecture developed in-house. A 77 kWh battery pack powers a pair of electric motors, delivering a combined 400 hp.
Evice, founded last year by three engineers, claims that each electrified Rolls-Royce leaving its shop will offer over 200 miles (about 320 km) on a single charge. The company has also added an active suspension and upgraded braking system, ensuring that these restomodded classics handle and brake as well as modern cars.
Evice’s upgrades go well beyond the electric powertrain and chassis. Inside the cabin, the restomod treatment includes heated and ventilated, electrically adjustable seats, a modern air conditioning system, a revamped audio setup, and an infotainment display with wireless Apple CarPlay compatibility. To top it off, they’ve added a reversing camera too.
Evice CEO Matthew Pearson described the company’s mission as a careful balance of preserving history while embracing innovation. “Our work with the Corniche and Silver Shadow is about reimagining their timeless elegance while modernising them for greater refinement, performance, and reliability,” he explained. Pearson emphasized that Evice approaches each project as a “ground-up remastering,” refining everything from the powertrain and chassis to interior design and technology. In his words, a Rolls-Royce remastered by Evice is “what the factory would have created 60 years ago, had the technology existed.
The first cars ordered by customers should be ready for delivery in the spring of 2026.
Nio’s CEO William Li predicts Chinese automakers will dominate half the global market by 2035.
The EV startup’s two mass-market brands will have to sell cars in high numbers to meet Li’s goal.
Xiaomi is also aiming to establish itself as one of the world’s biggest carmakers.
This year has been a very busy one for Chinese electric car manufacturer Nio. Not only has it launched a semi-solid state battery and continues to expand its battery-swapping network, but it’s also introduced two new sub-brands – Onvo and Firefly. Now, Nio chief executive William Li says he wants to see the brand become one of the world’s top 10 largest car manufacturers by 2035.
Li laid out his ambitions while speaking at a recent media conference in China. He said that he does not want to see Nio left behind by its “excellent Chinese peers” and doesn’t expect many car manufacturers to survive the current upheaval across the global market. Li thinks that in 2035, five of the world’s top 10 carmakers will be Chinese, and says the country’s brands could account for 40% of all new car sales, IT Home reports.
This isn’t the first time we’ve heard the boss of a new Chinese company announce grand ambitions to become one of the world’s largest automakers. In late 2022, a year before launching the SU7, Xiaomi founder Lei Jun said he sees a future where the technology giant could be one of the planet’s top 5 largest car brands. At the time, Jun suggested the world’s top 5 brands would account for 80% of the total new car market, and targets annual sales of over 10 million cars for Xiaomi to be in that club.
Nio will need to ensure both its Onvo and Firefly sub-brands are successful if it wants to establish itself as a global player. The first EV from Firefly is a hatchback similar in size to the BYD Dolphin. It has a cute exterior design that may appeal to tech-savvy Chinese buyers and rocks a large infotainment screen in the center of the dashboard. No details about its powertrain have been announced at this stage, although pre-orders have opened. Chinese prices will start at ¥148,800 or ~$20,400.
Brazilian authorities recently found 163 Chinese workers being employed by a contractor.
Workers released a statement, saying there had been misunderstandings.
BYD has cut ties with the contractor and has moved workers to nearby hotels.
A contractor for Chinese carmaker BYD in Brazil, Jinjiang Group, has vehemently denied claims it’s keeping employees “enslaved” at a construction site where a new BYD factory is being built. As is so often the case, there are two sides to this story.
On December 24, Brazilian authorities said they had found 163 Chinese nationals working in “slavery-like conditions” at the factory. Authorities suggested these employees were working long hours in excess of those permitted by local laws and working up to seven days a week. It was also claimed there was just one toilet for every 31 workers and that the employees were being housed in dorms with no mattresses and sparse cooking facilities.
The local labor prosecutor’s office added that the conditions at the site were dangerous and that 107 of the workers were having their passports withheld by the contractor.
However, both Jinjiang and BYD have denied the claims. Workers have also gathered and released a statement, claiming there had been misunderstandings and stating they want to continue working at the site.
“In the matter of smearing Chinese brands, smearing China, and attempting to undermine the friendship between China and Brazil, we have seen how relevant foreign forces maliciously associate and deliberately smear,” BYD spokesperson Li Yunfei said, according to ABC News. In a separate statement published to its Weibo account, Jinjiang said “being unjustly labeled as ‘enslaved’ has made our employees feel that their dignity has been insulted and their human rights violated, seriously hurting the dignity of the Chinese people.”
The contractor also shared an online video showing its workers. In the clip, a group of workers read a letter they jointly signed. They say reports of “slave-like” conditions had violated their human rights, adding, “We cherish this work and want to stay and work here.” They said they had provided their passports to the company to assist in applying for temporary work permits that they couldn’t do on their own, due to local language barriers.
Nevertheless, after news of the alleged poor working conditions emerged, BYD said it had terminated its contract with Jinjiang and that workers would be housed in nearby hotels for the time being. Moreover, it stated that it had been changing working conditions at the construction site and had informed its contractors that “adjustments” had to be made.
Which, naturally, raises the following question: if things at the site were not the ones described by Brazilian authorities, the workers are actually happy there, and that’s all a part of a smearing campaign, why did BYD had to cancel its contract with Jingjiang, change working conditions and make “adjustments”?
A recent software update has caused several Cybertrucks to become inoperable.
Tesla recently launched its new HW4 onboard computer, which is also causing issues.
Its service centers have reportedly been instructed to downplay concerns from owners.
Numerous Tesla Cybertruck owners say their EVs are becoming bricked after installing a recent software update, and several others are experiencing issues with the brand’s new HW4 onboard self-driving computer. The issues have left owners of various different Tesla models stranded and forced the automaker’s technicians to reset vehicles.
News of issues first started to emerge last week. It’s understood that vehicles with the new HW4 computer are short-circuiting, perhaps during the camera calibration process. The issue involves vehicles such as the Model 3 and Model Y and renders important features such as the GPS, navigation, range estimations, and cameras inoperable.
At the same time these issues have been occurring, several Cybertruck owners claim their pickups are getting bricked after installing software 2024.45.25.5, although it’s unclear if the same computer fault has caused these failures. Several members of the Cybertruck Owners Club forum report their trucks getting crippled during a software update.
In one case, a Tesla technician says they “found firmware hammered for an unknown reason midway through install,” and that a “partial update disabled vehicle.” After successfully reinstalling the software, the truck was confirmed to be operational.
It appears issues directly related to the HW4 computer are more widespread. Electrek says it has been contacted by numerous owners experiencing issues with the new computer that’s rolled out over the past few months. This new computer reportedly has less RAM and storage than the HW3 it replaces, likely in an effort to cut costs.
Unnamed sources claim Tesla has received a large number of complaints related to the issue and that it is instructing service centers to downplay any safety concerns. Tesla’s immediate solution seems to be replacing the faulty computers, but it’s also said to be working on a temporary software patch. The report adds that “Tesla service is currently being overwhelmed by the issue” and has had to push back appointments for several weeks.
Tesla vehicles with the new computer are eligible for the latest version of the Full-Self Driving system, while those models with the older HW3 computer will have to wait for a separate update. Notebook Check reports Elon Musk recently said Tesla will retrofit the new computer for free if it can’t get the latest FSD to work on the HW3 unit.
The recall affects Ford F-150 Lightning models built from November 5, 2023, to February 13, 2024.
Ford reports that some electric trucks may have an improperly torqued nut on the control arm joint.
Owners will be notified of the recall starting February 3 and directed to contact a dealer.
If you own a 2023 or 2024 Ford F-150 Lightning, this one’s for you. Ford has issued a recall for nearly 12,000 of these electric pickups in the US, citing a safety defect with the front upper control arms. Why does this matter? Because this flaw could cause drivers to lose control of their vehicles entirely.
It’s a significant safety concern that has already been linked to at least one alarming incident. In that case, an F-150 Lightning unexpectedly swerved into a highway guardrail at 60 mph. Now, Ford is taking steps to ensure no one else faces a similarly dangerous situation.
The F-150 Lightning was one of the first electric pickup trucks to hit the market, but several recalls have been issued for it over the past couple of years, addressing problems related to the battery pack, the cabin coolant heater system, and even a potential fire hazard. This latest recall impacts 11,922 models manufactured from November 5, 2023, to February 13, 2024.
Ford’s recall notice states that certain F-150 Lightnings may have an improperly torqued nut on the ball joint, which secures the front upper control arm to the knuckle assembly. A loose nut could cause the upper control arm to separate from the knuckle assembly. If this happens, drivers may “experience a partial loss of directional control.” Clearly, that’s not a good thing, and increases the risk of a crash.
The nut in question may not have been torqued correctly due to variances in the alignment or orientation between the fastening tool and the fastener. This could have induced lateral forces on the tool, preventing it from properly seating on the fastener. According to the recall notice, owners of trucks with a loose or missing ball joint nut might notice unusual vehicle vibrations or hear clunking or rattling noises while driving.
Ford is aware of two field reports and one warranty claim related to the issue.. The problem came to light on September 12, when an owner’s F-150 Lightning unexpectedly veered into a highway side rail. While the truck had just 639 miles on the clock, an inspection by a Ford dealer revealed that the upper control arm nut was missing, and the joint had separated from the knuckle, resulting in the crash.
The Blue Oval plans to alert owners starting February 3, 2025. Dealerships will inspect the nuts on affected vehicles and run a torque test. If the nut fails the test, both the nut and the knuckle assembly will be replaced. For now, if you own one of these trucks and hear unusual noises or notice anything off with your vehicle’s handling, don’t wait, get it checked out immediately.
Faraday Future has received a $30 million funding commitment to support its new mainstream EV brand.
The new Faraday X brand plans to unveil affordable electric vehicles priced between $20,000 and $50,000.
The EV startup’s CEO says he remains optimistic despite the company’s rocky history and financial struggles.
Faraday Future has teetered on the brink of collapse numerous times in recent years, but it refuses to die, at least not yet. In September, it announced a new mainstream brand dubbed Faraday X (FX), and it’s now revealed that it will display two prototype mules at the 2025 Consumer Electronics Show in Las Vegas on January 5.
Helping make Faraday X a reality is a new $30 million round of financing that the embattled car manufacturer has secured. Of this, $7.5 million has been made immediately available to the company, while it has $22.5 million in new cash commitments it will receive if it meets its objectives.
The two FX prototype mules will arrive at the firm’s Los Angeles headquarters later this month, before they’re shown to the world at CES. During the event, the brand will also “provide updates on its FX strategy.” Faraday Future is remaining tight-lipped about its immediate plans, but we know it wants to launch two more affordable electric vehicles dubbed the FX 5 and FX 6. The first is “expected” to be priced between $20,000 and $30,000, while the latter should cost between $30,000 and $50,000. Interestingly, both battery-electric and range-extended powertrains will be offered.
“The new funding lays a solid foundation for both FF and its new brand as the Company approaches the end of 2024 and enters the new year,” global chief executive of Faraday Future Matthias Aydt said. “I am optimistic about the opportunities that this new funding will bring, including supporting the ongoing production of our FF 91 2.0 and the growth of the FX brand.”
Launching an electric vehicle brand is not easy, and Faraday Future has experienced this firsthand. It was founded in 2014 but has seemingly spent more time trying to sure-up its finances than developing and testing its first production vehicle – the FF 91. Not too long ago, Fisker went belly-up as it attempted to go mainstream with the recall-plagued Ocean. Can Faraday Future avoid this fate?
Stellantis will offer both ICE and BEV versions of the two- and four-door Charger overseas.
The news comes shortly after Dodge began sales of the electric Charger Daytona in America.
The Charger Daytona EV delivers up to 630 hp with its flagship dual-motor configuration.
Muscle car enthusiasts in Europe and the Middle East will soon gain access to Dodge’s full range of new Charger models, with sales expected to begin late next year, Stellantis confirmed to Carscoops. While it won’t do much to quell the controversy among traditionalists over the retirement of the Challenger name, the phasing out of the Hemi V8, and the introduction of a battery-electric powertrain, it does signal Dodge’s attempt to dip its toes into export markets.
We reached out to Dodge to ask whether the new Charger would be offered in markets outside North America. “The Dodge Charger will also be sold in the Middle East beginning in the second half of 2025,” a Stellantis spokesperson told us. “It will be available through importers in Europe, also in the second half of 2025.”
While Dodge has yet to specify which versions of the Charger will be the first to go on sale in these markets, the spokesperson confirmed that all four variants—including two- and four-door body styles, available with both internal combustion engines and EV powertrains—will eventually be offered in both regions.
First EV Charger: The Daytona
The first new-age Charger to launch in the United States is the two-door Charger BEV, known as the Charger Daytona. It’s available in two configurations. The base model features a pair of electric motors producing 456 hp and 404 lb-ft (547 Nm) of torque, powered by a 100.5 kWh battery pack. For power-hungry enthusiasts, the flagship Daytona Scat Pack offers a more robust 630 hp and 627 lb-ft (849 Nm), propelling it to 60 mph (96 km/h) in just 3.3 seconds.
ICE Lives On: Hurricane Powertrains
For those craving the visceral thrill of a gas-powered engine, two ICE versions of the Charger coupe and sedan will be available down the line, both equipped with the Hurricane 3.0-liter inline-six engine. Offered in two configurations, the standard-output and high-output, the base model generates 420 hp and 470 lb-ft (637 Nm), while the more powerful version ups the ante to 550 hp and 550 lb-ft (746 Nm).
Unfortunately for purists, it doesn’t look like a manual gearbox will be part of the lineup. Instead, both models are expected to feature the new 880RE eight-speed automatic transmission, based on the fourth-gen ZF unit that replaces the outgoing TorqueFlite 8HP70 found in the previous Charger and Challenger.
As for US availability, Dodge has yet to confirm when buyers can expect the Charger Sixpack to hit dealerships. However, recent reports suggest its local launch may have been moved up to early 2025 after pressure from Dodge dealers. Do note, though, that these reports emerged before the abrupt resignation of Stellantis CEO Carlos Tavares, meaning the timeline could still shift as the company adjusts to its leadership changes.
The Chinese market is crucial for Lexus as it works to meet its EV targets by 2035.
Production versions of the LF-ZC and LF-ZL are likely candidates for Chinese production.
Toyota aims to increase overall production in China to 3 million units annually.
Toyota plans to open a factory in Shanghai around 2027 to build next-generation Lexus EVs. The new manufacturing facility will serve an important role in Toyota’s planned Chinese expansion as it aims to double local production by the decade’s end.
The Japanese carmaker will be alone in building this new Chinese plant, rather than through a joint venture, like its existing FAW Toyota or GAC Toyota businesses. This could make it the first Japanese carmaker to have a plant in China, underlining the importance of the world’s largest car market.
While details about the factory are few and far between, Nikkei Asia notes that Lexus wants 100% of its global sales to come from EVs by 2035 and is aiming to sell 1 million EVs by 2030. The brand sold roughly 180,000 vehicles in China last year and whereas most other Western carmakers have struggled through 2024, Lexus sales were up 3% from last year.
Prior to 2018, foreign carmakers wanting to establish manufacturing sites in China had to partner with a local firm. However, brands can now enter the market without a joint venture. Building a plant in China will help Toyota benefit from the cheap, skilled, and efficient local labor force needed to manufacture EVs.
Nikkei Asia did not specify which Lexus EVs will be built at the Shanghai plant but it could be the production versions of the LF-ZC and LF-ZL concepts. The two new models are underpinned by a next-generation EV architecture featuring gigacasted modular front, center, and rear portions. By using structurally independent front and rear sections, Lexus will be able to integrate new and improved batteries when they become available.
The next-gen Mercedes GLB will offer both ICE and EV variants, debuting in 2026.
It will utilize the brand’s new MMA platform and feature an 800v electric architecture.
The SUV will provide a 466-mile range, with DC fast charging adding 248 miles in 15 minutes.
Mercedes-Benz is working on both ICE and EV versions of the next-generation GLB, and the electric variant has been spotted testing for for the first time. It’s expected to hit the market in 2026 and while it’ll have a similar boxy shape to the outgoing model, it will have all-new underpinnings.
This prototype may be covered in camouflage, but some black tape across the front end hints at the shape of the new grille. Whereas the current GLB has a single horizontal slat across the grille, this new one appears to have three, but importantly, the grille itself doesn’t appear to be any bigger.
The new headlights include LED daytime running lights shaped like a three-pointed star, mimicking a design first previewed by the CLA Concept, which will become a common styling trait among every next-gen Mercedes model. Elsewhere, a panoramic glass roof is visible on this prototype, as are silver roof rails.
As with the current model, the glasshouse will remain quite large while the new taillights extend across the rear quarter panels, and their shape is hidden quite well but a combination of camouflage wrap and dummy panels.
The spy shots also offer a glimpse of the interior, where part of the digital gauge cluster is visible. Mercedes is doubling down on its seamless dashboard design, which integrates both the gauge cluster and infotainment screens into one panel, for a clean, modern layout.
Powertrain and Performance
Underpinning the new GLB will be the all-new MMA platform, which will be also used in the next Mercedes-Benz CLA. Electric models will feature an 800-volt electrical architecture that should offer an impressive 320 kW charging speed, capable of adding ~248 miles (400 km) when plugged in for just 15 minutes at a rapid DC charging station. At least two different battery packs are expected, and the longest-range model could offer a driving range of up to 466 miles (750 km) on a single charge.
What About The ICE Model?
For those who still prefer the hum of a combustion engine, the ICE-powered lineup will feature a mild-hybrid 1.5-liter four-cylinder gasoline engine paired with a small electric motor within an eight-speed dual-clutch automatic transmission. The engine will be available in different outputs: 134 hp (136 PS), 161 hp (163 PS), and 188 hp (190 PS), with an additional 27 hp (20 kW) from the electric motor. Later on, we should see AMG performance version, likely incorporating hybrid assistance to provide extra power.
Hertz is reportedly offering renters the option to purchase EVs directly, including Teslas.
A 2023 Tesla Model 3 with under 30,000 miles was offered to a renter for $17,913.
Polestar deals from Hertz appear less competitive than similar offers on Auto Trader.
Hertz is culling its portfolio of EVs in response to the sharp depreciation affecting some of its most popular models, including the Tesla Model 3. In what appears to be an aggressive effort to offload these vehicles, the rental giant has begun reaching out directly to customers currently renting them, offering an opportunity to purchase the cars outright on the spot.
While we haven’t been able to find an announcement from Hertz directly regarding the scheme, a Reddit user recently shared a screenshot of an email they received from Hertz while renting a 2023 Tesla Model 3. In the email, Hertz offered the renter the chance to buy the EV for just $17,913.
The renter says the Model 3 they rented had less than 30,000 miles (~48,000 km) on the clock, and having the opportunity to buy it at that price sounds like a steal. Last month, we published a story about many of Hertz’s Tesla Model 3s being sold, but none of them were this cheap. A look through Hertz’s current inventory shows it has three 2022 Model 3s available for less than $20,000. However, they all have over 130,000 miles (~209,000 km) on the clocks.
The Redditor hasn’t said if they jumped on the offer to buy the relatively low-mileage Model 3 for just $17,913, but if Hertz has promoted similar offers to other renters, we suspect they’ll be plenty that consider deals like this too good to pass up.
Of course, buying an ex-rental car comes with inherent risks, as it’s almost guaranteed that these vehicles have been driven hard. It’s also worth noting that the Tesla’s battery is warranted for 8 years or 100,000 miles (whichever comes first) for RWD models. Purchasing a vehicle still within this warranty period is highly advisable, as battery replacements are among the most expensive repairs EV owners can face.
Another user from the same subreddit says they recently rented a Polestar (presumably a Polestar 2) and were sent a similar email, offering them the chance to buy it for $28,500. While we don’t know how many miles it had on the clock, that offer doesn’t seem like such a good deal. A browse through Auto Trader reveals dozens of Polestar 2s available across the US for less than $25,000, many of which have less than 20,000 miles on the clock, making the Hertz offer seem far less competitive by comparison.
The 2025 Nissan Ariya starts at $39,770 and tops out at $54,370.
Entry-level models come with a 66 kWh pack, while flagship models get a 91 kWh battery.
Nissan is in a spot of bother at the moment. Not only does it plan to cut jobs and delay the launch of several new models, but it also plans to merge with Japanese rival Honda to stay afloat. That’s a shame because Nissan has some solid models in its lineup, including the all-electric Ariya, which has just been confirmed for the 2025 model year.
Earlier this year, Nissan USA slashed starting prices for the 2024 Ariya by as much as $6,000. For 2025, it has slightly increased prices but the electric SUV remains significantly cheaper than it was in 2023. The automaker has also reduced the number of variants available in an effort to streamline the model range.
Still sitting at the entry point of the Ariya range is the Engage FWD. The cheapest Ariya started at $39,590 for 2024, but this year that price has been adjusted to $39,770. It’s available with the entry-level battery pack with a nominal capacity of 66 kWh and a usable capacity of 63 kWh. Interestingly, Nissan is now marketing the battery as a 66 kWh unit despite previously referring to it as a 63 kWh pack.
An all-wheel-drive version of the Engage is also offered, priced at $43,770 compared to $43,590 for the previous 2024 model. Nissan ditched the Venture+ FWD from earlier this year, which served as the base model with the larger 91 kWh (nominal / 87 kWh useable) battery pack. Whereas it had started at $41,190, now the most affordable 91 kWh model is the Evolve+ FWD, priced at $44,370. Sitting above are the Engage+ e-4ORCE ($45,370), the Evolve+ e-4ORCE ($48,370), and the Platinum+ e-4ORCE ($54,370).
2025 Nissan Ariya
Model
Battery
MSRP
Engage FWD
66 kWh battery
$39,770
Engage e-4ORCE
66 kWh battery
$43,770
Evolve+ FWD
91 kWh battery
$44,370
Engage+ e-4ORCE
91 kWh battery
$45,370
Evolve+ e-4ORCE
91 kWh battery
$48,370
Platinum+ e-4ORCE
91 kWh battery
$54,370
Destination and handling: $1,390.
SWIPE
No significant upgrades have been made to the 2025 model, although all models now receive wireless phone charging. Nissan Ariya owners can also now access 17,800 Tesla Superchargers across the US. Those who want to use the network must pay $235 for a North American Charging Standard (NACS) adapter kit. From next year, the Ariya will be built with an NACS plug, eliminating the need for this adapter.
PROS ›› Incredible performance, hides it weighs very well, quick charging, fun to drive CONS ›› Poor range, chews through tires, cheap interior plastics
Remember when Hyundai was just that “nice but boring” carmaker your parents trusted for reliable grocery getters? Well, those days are officially dead and buried, now being quietly mocked in a corner by the Ioniq 5 N, a 601-horsepower slap in the face to the idea that electric cars are all glorified appliances. This EV doesn’t just exist; it barges into the room, shotgun in hand, and demands your attention.
It’s not just that the Ioniq 5 N is fast—although it’s stupid fast—it’s that it manages to cram a level of driving engagement into its hefty, practical frame that feels borderline illegal. On paper, it’s the kind of car that seems destined to make you question your loyalty to internal combustion. But promises on paper don’t always hold up in the real world, so we spent a week living with this modern muscle EV to find out if it’s truly the game-changer Hyundai claims, or just a flash in the pan with a fading battery.
QUICK FACTS
› Model:
2024 Hyundai Ioniq 5 N
› Starting Price:
AU$111,000 (~$76,800) Excluding On-Road Costs
› Dimensions:
4,715 mm (185.6 in.) L
1,940 mm (76.3 in.) W
1,585 mm (62.4 in.) H
3,000 mm (118.1 in) Wheelbase
› Curb Weight:
2,230 kg (4,916 lbs)*
› Powertrain:
Dual electric motors
› Output:
601 hp (448 kW) and 770 Nm (568 lb-ft)
› 0-62 mph
3.4 seconds (0-100 km/h)*
› Transmission:
Single speed
› Efficiency
21.2 kWh/100 km*
› On Sale:
Now
*Manufacturer
SWIPE
Photos Brad Anderson/Carscoops
We first drove the car during its Australian launch in February on several twisty roads and a racetrack and were blown away. However, it’s difficult to thoroughly test a car for just a few hours on the road and on a track. You have to actually live with it to understand it and accurately determine what’s good and what’s not so good about it. As such, we recently spent a week with the Ioniq 5 N to see how it deals with the rigors of everyday life and to discover if it is indeed the game-changing EV we thought it was after our initial test.
What makes it special?
The Ioniq 5 N is unlike anything else Hyundai’s N division has built before it. Prior to this car’s launch, N had only ever made hot hatches/sedans and a hotted-up version of the Kona crossover. All of its other cars produce between 201 hp and around 280 hp. So when it was revealed the company was launching a car with horsepower and performance to rival a Porsche Taycan, the world took notice.
A key reason why the Ioniq 5 N is special is its powertrain. An 84 kWh battery pack is found beneath the skin and mated to two electric motors. A front-mounted motor delivers 235 hp (175 kW) and 370 Nm (273 lb-ft) of torque, while located at the rear is a punchier motor with 406 hp (303 kW) and 400 Nm (295 lb-ft). All up, the EV churns out 601 hp (448 kW). An extra 40 hp is unlocked when using the N Grin Boost function for 10-second bursts.
When jumping back behind the wheel of the car for the first time in more than 6 months, the immediacy and sheer power of the thing reminded me of just how exhilarating driving a high-powered electric car can be. If you’ve never experienced this feeling, do yourself a favor and try to arrange a test drive of a fast EV. Launching off the line in a car like this Hyundai feels akin to being on the world’s quickest rollercoaster, slamming your head back into the seat and making your face feel like Jell-O.
The carmaker says the Ioniq 5 N can hit 62 mph (100 km/h) in just 3.4 seconds, but we managed to record a best time of 3.1 seconds. That’s the same time we set with an Audi RS e-tron GT a few months ago and exemplifies the league of performance cars that the Ioniq 5 N can compete with.
Limited range but quick charging
Of course, performing successive launches in the 5 N quickly depletes the battery pack. Hyundai’s official claim is that the car can travel up to 448 km (278 miles) on a charge, but that’s almost impossible to achieve in the real world. Based on our experience, owners who drive their vehicles in urban environments, through city streets, and along highways, may get around 350 km (217 miles) if they’re having a little bit of fun on the way and tapping into the EV’s performance.
Photos Brad Anderson/Carscoops
While such a range figure isn’t terrible, it’s also not great. After all, the Ioniq 5 N is not a lightweight, two-door sports car that owners may use a few times a month. It is a big, practical family car that should be able to do everything a family car can, including long road trips, something it struggles with in Australia given the country’s woeful network of EV chargers. The limited range won’t be such a big deal in other markets, where 350 kW DC fast chargers are more readily available. Plugged in, it can be charged from 10-80% in just 18 minutes.
During our time with the Ioniq 5 N, we were able to find a 350 kW charger and plugged it in for 25 minutes. In that time, the charger delivered 57.61 kWh of energy, which is about 68% of the pack’s total capacity. Charging speeds peaked at just shy of 240 kW, making this one of the quickest-charging EVs out there.
Superb handling, lots of modes to choose from
One of the most impressive things about the Ioniq 5 N is its handling. Despite weighing 2,230 kg (4,916 lbs), it hides its weight very well and loves nothing more than being hustled up a mountain road. The grip is absolutely tremendous and it’s very difficult to unsettle the car no matter how bad the road surface may be, a testament to the engineers who tuned the suspension.
Photos Brad Anderson/Carscoops
However, like other Hyundai N products, the adjustable suspension is best left in Normal mode as the Sport and Sport+ settings are too firm for the road. Similarly, the steering’s Normal mode is best and becomes too heavy in other modes. Some of the Ioniq 5 N’s dizzying array of driving modes and features are largely useless on the street. These include things like the N Drift Optimizer, N Torque Distribution that allows you to adjust the front and rear power bias, N Pedal, which maximizes brake regeneration, and N race modes.
Excluding these modes, there’s still plenty to play with. One of the Ioniq 5 N’s most recognizable features is N Active Sound+, which offers three different sound profiles. The first – and most interesting – is Ignition that aims to mimic the sound of Hyundai N’s combustion models. It does a good job of recreating the sound of an engine but does sound a little too much like you’re gaming on a PlayStation. One mode that’s hard to critique is N e-Shift, as it does a brilliant job of imitating an eight-speed dual-clutch.
One of the best things about all these modes is that they can easily be switched off, making the Ioniq 5 N feel quite docile and perfect for cruising around town. While the ride is firm even in its softest setting, the car feels right at home on suburban streets and is just as good at fetching groceries as it is embarrassing supercars from the traffic lights.
Hyundai has also equipped the Ioniq 5 N with Highway Driving Assist 2. This system includes adaptive cruise control with stop-and-go and lane-centering assistance like previous iterations of the tech suite but adds highway lane change assist. If you’re on a multi-lane highway with well-marked lines, all you have to do is flick on the turn signal, and the car will automatically change lanes for you. The system works well, although its usefulness is up for debate.
The tires don’t last
One of the key advantages of EVs is that they generally require less mechanical upkeep than combustion-powered cars. While that will probably also hold true for the Ioniq 5 N, this thing will chew through tires like you wouldn’t believe.
As standard, it comes standard with specially-developed Pirelli P-Zero Corsa tires measuring 275/35 ZR21 at all four corners. These tires provide monumental levels of grip but have an almost unbelievably low treadwear rating of just 80. By comparison, typical Michelin Pilot Sport 4S tires have a treadwear rating of 300, and even competition-spec semi-slicks like the Toyo R888R have a 100 treadwear rating. It’s hardly a surprise then that our test car, with less than 7,000 km (~4,300 miles) on the odometer, only had about 1 mm of tread left.
Photos Brad Anderson/Carscoops
A spacious cabin, but with lots of hard plastics
The cabin of the Ioniq 5 N is good, just like the regular model. It’s a little bit of a shame Hyundai has ditched the sliding center console of the standard car in favor of a fixed unit and the fact the seats are manually-adjustable at this price point feels a little cheap. On the flip side, the front seats themselves are very comfortable over long journeys and also hold you in position well.
The 3,000 mm (118-inch) wheelbase means rear passengers have plenty of legroom, and a tilt function for the backrests is a nice feature. With a flat floor, it’s also possible to ferry three adults in the rear in relative comfort. Rear cargo space is only okay at 480 liters (16.9 cubic-feet) and is 80 liters (2.8 cubic-feet) less than the standard Ioniq 5. There’s also no frunk, as the N’s sound generator is located up front. There’s also too much hard, black, scratchy plastic found throughout. It’s fine on a regular car but isn’t so nice when you’re spending AU$120,000 (~$76,800).
Verdict
As is often the case, living with the Ioniq 5 N revealed a few minor foibles that we didn’t notice when first testing the car. Despite these imperfections, though, it’s still an absolute animal that provides great driving thrills, proving that EVs don’t have to be boring.
As a technical exercise, it’s remarkable and will likely remain the driver-focused EV benchmark in its segment until someone comes up with something even better. But we wouldn’t buy one. We’d rather get an i30 N Sedan and pocket the extra AU$60,000 (~$38,400).
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