Scientists have used CRISPR to give the goldenberry a modern makeover, shrinking the plant by about a third and making it easier to farm. Goldenberries are tasty and nutritious but notoriously unruly, with bushy plants that complicate harvesting. By editing a few key genes and selectively breeding the best-tasting fruits, researchers created new varieties ready for wider cultivation. The approach could speed up how new crops are adapted for a changing climate.
Scientists have identified a brand-new species of worm living in the Great Salt Lake, marking only the third known animal group able to survive its extreme salinity. The species, named Diplolaimelloides woaabi with guidance from Indigenous elders, appears to exist only in this lake. How it got there remains a mystery, with theories ranging from ancient oceans to birds transporting it across continents. The discovery could help scientists track the lake’s health as conditions rapidly change.
In a striking real-world experiment, flu patients spent days indoors with healthy volunteers, but the virus never spread. Researchers found that limited coughing and well-mixed indoor air kept virus levels low, even with close contact. Age may have helped too, since middle-aged adults are less likely to catch the flu than younger people. The results highlight ventilation, air movement, and masks as key defenses against infection.
A rapid climate collapse during the Late Ordovician Mass Extinction devastated ocean life and reshuffled Earth’s ecosystems. In the aftermath, jawed vertebrates gained an unexpected edge by surviving in isolated marine refuges. Over millions of years, they diversified into many forms while competitors faded away. This ancient reset helped determine which creatures would dominate the planet ever after.
Scientists have discovered an enormous stream of super-hot gas erupting from a nearby galaxy, driven by a powerful black hole at its center. The jets stretch farther than the galaxy itself and spiral outward in a rare, never-before-seen pattern. NASA’s James Webb Space Telescope pierced through thick dust to reveal this violent outflow. The process is so intense it’s robbing the galaxy of star-forming gas at a staggering rate.
Crystals hidden in Australia’s oldest rocks have revealed new clues about how Earth and the Moon formed. The study suggests Earth’s continents didn’t begin growing until hundreds of millions of years after the planet itself formed. When scientists compared the rocks with Moon samples from the Apollo missions, they found a remarkable match. The results support the idea that a massive cosmic impact gave birth to the Moon.
Although the gut renews itself constantly, its stem cells accumulate age-related molecular changes that quietly alter how genes are switched on and off. Scientists found that this “epigenetic drift” follows a clear pattern and appears in both aging intestines and most colon cancers. Some regions age faster than others, forming a patchwork of weakened tissue more prone to degeneration. Encouragingly, researchers showed this drift can be slowed—and partly reversed—by restoring iron levels or key cellular signals.
Cybertruck owner added a center seat to carry four kids up front.
Tesla showed this layout in 2019 but never offered it to buyers.
Custom seat has no visible airbags, which may affect crash safety.
Tesla owners aren’t strangers to modifying their vehicles. Sometimes, that action comes out of a desire for additional safety. Other times, it’s because Tesla itself didn’t deliver on a previous promise. And occasionally, those two aspects of design come into fierce opposition. That’s what happened here.
A father of four needed space for his entire family, and when it became clear that Tesla wouldn’t offer a six-seat Cybertruck, he took matters into his own hands. He commissioned a custom version and later shared the results in a Tesla group on Facebook.
The custom setup removes the center console of the truck and replaces it with a narrow upright seat wedged between the original pair. It comes complete with a seatbelt, but that might be where safety ends. We’ll come back to that, though. Let’s focus first on the design itself.
It’s a far cry from the angular unit Tesla once teased, but at least the upholstery matches. Some folks might not even realize that it’s an aftermarket addition because of that.
What Killed Tesla’s Center Seat Plans?
At the same time, it’s tough to call this a big win for now. While Tesla originally showed renders of a similar setup, it never came to pass. Many believe that’s because of safety regulations regarding the center seat.
Some observers have noted that the truck includes a driver’s side inboard airbag, which could strike anyone seated in the center. There’s also no airbag directly in front of that position. And beyond the lack of protection, there’s always a chance the seat may not be anchored to mounting points strong enough to hold up in a crash.
To be clear, this isn’t a knock on the owner’s intentions. Wanting to carry your entire family with you is obviously normal and easy to understand. But it does highlight a recurring Tesla theme. The brand and CEO often make bold promises, offer flashy renderings, and then production vehicles quietly walk things back a bit.
Tesla once showed a front bench. That version never reached production, and now an owner has stepped in to fill the gap with a custom modification. In doing so, he’s taking on a level of risk that some might find concerning in a six-figure vehicle. Maybe the solution here is to just get the Model X since it actually has room for the whole family.
BMW cut prices across 31 models to stay competitive in China.
Fourteen brands launched incentives before the New Year rush.
Officials fear price cuts could trigger harmful deflation risks.
Price cuts aren’t just a domestic strategy for Chinese automakers. Even Western legacy brands are jumping in. Last week, BMW announced sweeping reductions across 31 of its models in China, highlighting a more aggressive effort to keep pace with intensifying competition in the world’s largest auto market.
The biggest cut came to the BMW i7 M70L, the high-performance flagship of the all-electric 7-Series. This dual-motor sedan delivers 659 horsepower and 811 lb-ft (1,100 Nm) of torque. As of last week, it now carries a price tag that’s 301,000 yuan lower, a reduction of roughly $42,000.
While the i7 had the largest drop in raw numbers, the steepest percentage cut went to the iX1 eDrive25L. BMW trimmed the price of the long-wheelbase variant of the compact SUV by 24 percent, bringing the new starting figure to 228,000 yuan, or about $32,600.
Speaking to Bloomberg, BMW said the price changes are part of its “regular price management,” adding that “final transaction prices are independently negotiated and determined between authorized BMW dealers and customers.”
How Far Will Discounts Go?
Behind the curtain, though, the timing suggests more than just routine recalibration. November marked the second straight month of declining sales in China, according to data from the China Passenger Car Association. That slide has spurred several automakers to adjust pricing.
Meanwhile, regulators have introduced measures designed to prevent brands from undercutting costs, prohibiting sales below production cost and banning dealer incentives that push prices beneath that threshold, Bloomberg reports.
BMW’s recent cuts appear to bring official pricing closer to what customers were already paying after negotiations. According to Yale Zhang, managing director at Automotive Foresight, the updated stickers largely reflect existing transaction norms rather than undercutting them. “The new prices aren’t any lower than typical dealer selling prices,” Zhang noted.
When Deals Become a Warning Sign
Big savings could be just around the corner. With the Chinese New Year approaching in February, many manufacturers are expected to introduce further incentives in hopes of front-loading first-quarter sales.
At least 14 car brands have already rolled out some form of discount or incentive program since the beginning of 2026. Zhang believes this trend is less a temporary blip than a reflection of broader pressures within the market.
“Various kinds of promotional activities may ebb and flow in the market from time to time, but they are here to stay,” Zhang told the news outlet.
Chinese authorities, meanwhile, are taking a cautious stance. With more manufacturers opting to slash prices, regulators are increasingly concerned about the potential knock-on effects. They worry that an extended period of discounts could spark deflation, disrupt the automotive supply chain, and put downward pressure on wages.
Toyota revealed the Euro-spec Hilux at Brussels Motor Show.
New EV version joins the mild-hybrid diesel in the lineup.
Hilux BEV offers 160-mile range with dual-motor AWD setup.
The Hilux has spent decades surviving anything the world throws at it, from mud and floods to plummeting from a Top Gear crane – though not being dropped from a helicopter. Now Toyota is testing its most famous small pickup with a more complicated challenge: staying relevant in an electric future.
Toyota unveiled the Euro-spec ninth-generation Hilux in mild-hybrid and fully electric Hilux BEV form at this week’s Brussels Motor Show, months after both trucks debuted in Asia. The first ever EV Hilux is big news, but soon it won’t be the only version of the unstoppable truck that doesn’t emit any tailpipe nasties.
As we reported last year, Toyota Toyota hasn’t just confirmed that it’s working on a hydrogen-powered Hilux that will arrive later, it’s already testing them out in the open. Yes, the same pickup that built its legend hauling bricks and sheep is about get a fuel-cell stack.
Multipath Meets Multipurpose
Toyota calls this its multipath strategy, though for many buyers little will change. Because they’ll still be able to get a truck with the same 201 hp (204 PS) 2.8 litre diesel mild hybrid (shown above) that made its debut in the previous generation Hilux’s twilight years. Some less-developed European countries will even get a non-hybrid diesel.
In the UK and Europe the 48-volt oil burner is expected to be the volume seller even after the EV’s arrival. It keeps up the old model’s 1,000 kg (2,205 lbs) payload and 3,500 kg (7,720 lbs) tow ratings, while being smoother and slightly cleaner than before.
Electric But Still Unbreakable
But business-owning truck buyers with an eye on cutting running costs and tax bills will want to give the Hilux BEV a look. It uses a 59.2 kWh battery with motors on both axles for permanent all-wheel drive.
The front motor makes 151 lb-ft (205 Nm) and the rear 198 lb-ft (268 Nm), and Toyota quotes a WLTP range of 160 miles (258 km), which sounds unimpressive in a passenger-car context, but that climbs to 236 miles (380 km) in urban use.
Payload drops to 715 kg (1,580 lbs) and towing to 1,600 kg (3,530 lbs) in the EV, but the fundamentals remain. You’re getting the same body-on-frame construction, 212 mm (8.4 inches) of ground clearance and 700 mm (27.6 inches) of wading depth, whichever power source you choose. And the BEV gets a special off road drive mode tuned for electric torque and braking.
All In the Grilles
Both hybrid and BEV models adopt the same new Cyber Sumo design that was reportedly developed by Toyota’s Australian team. Characterized by stronger angles and flatter surfaces, it gives the Hilux and more modern, big-truck look, though it seems not everyone loves it. The EV is easily identified by its hole-free grille panel and (less obvious) re-shaped silver bumper insert.
The modern makeover continues inside the crew cab-only interior where drivers and passengers are treated to a 12.3-inch digital gauge pack and same-sized tablet touchscreen, plus a steering wheel from the new Land Cruiser.
There are dual storage compartments on the passenger side, dashboard-mounted cupholders, and a full suite of electronic safety gadgets, but Toyota remembered to cram in plenty of physical switches for regularly-used functions.
UK sales start in June, Toyota says, and prices – guaranteed to be higher than for the outgoing truck – will be revealed within the next few months.
Jason Fenske’s Lucid Air critique triggered direct engineer talks.
Lucid outlined software fixes and upcoming UX 3.0 overhaul plans.
This isn’t typical service, but Lucid’s response stands out.
Negative YouTube reviews of cars have earned a certain reputation over the years. Some are so brutal they’re blamed, rightly or not, for helping to sink entire automakers, like the high-profile case of Fisker about a year ago. This time, though, a critical video sparked something different. A public takedown led not to fallout, but to potential fixes, and not just for one frustrated owner.
Jason Fenske of Engineering Explained leased a Lucid Air, ended up having issues with it, and has now been in direct contact with the brand. The result is going to benefit countless Lucid owners in the future.
A Critical Eye Meets a Willing Ear
When Jason Fenske published a blunt video detailing his disappointment with a newly leased Lucid Air Touring, it wasn’t a rage-bait takedown or a viral stunt. It was a long, technical breakdown of how a mechanically brilliant EV was being kneecapped by frustrating software, clumsy UX decisions, and some puzzling hardware quirks.
Rather than simply ignoring it and continuing on with its plans, the EV maker reached out. According to Fenske, what followed was a constructive discussion with engineers and even the SVP of engineering, Imad Dlala.
Evidently, the team at Lucid provided insider details and previews of upcoming changes. That’s where this story really takes its biggest turn. Lucid owners have a lot to look forward to if Fenske’s information proves reliable.
Lucid Plots a UX Overhaul
The biggest news is software. Lucid confirmed it’s actively improving phone-as-key reliability, door handle behavior, mirror positioning in reverse, percentage-versus-miles range inconsistencies, and Tesla Supercharger Plug & Charge support.
More significantly, a full UX 3.0 overhaul is planned for early fall 2026, bringing multitasking, faster profile switching, improved CarPlay stability, better voice commands, and a more intuitive interface. Owners with newer hardware, or those willing to pay to upgrade, will get access.
Lucid also confirmed vehicle-to-home power capability is coming in the first half of 2026, promising up to 17 kW peak output without requiring a separate home inverter, an area where Lucid’s hardware advantages could genuinely shine.
Fenske estimates that his Lucid could power his home for four days if they lost power, and that’s without changing any of the behavior his family is accustomed to.
Not All Feedback Gets a Reply
At the same time, he remains cautious, and rightly so. Promises aren’t fixes, and the Lucid Air still struggles with daily usability today. But admitting problems, engaging with informed criticism, and outlining concrete changes is more than many automakers manage.
In addition, this isn’t how most customers get treated. Fenske runs Engineering Explained, has a massive audience, and speaks the same technical language as Lucid’s engineering team. That context matters. Still, what Lucid outlined is meaningful. Especially for current and future owners.
SUVs may have flooded European streets, but compact, affordable hatchbacks haven’t packed up and left just yet. Stellantis seems to have taken note, quietly repositioning the Citroen C3 into a value-focused crossover-style hatchback and offering Fiat the same platform to build the new Grande Panda. We recently drove both, back to back, curious to see whether the distinctions ran deeper than design.
Citroen and Fiat play a specific role within the Stellantis portfolio. They’re the budget-conscious brands, tasked with delivering the most affordable cars in each segment. That’s why the new C3 and Grande Panda are built on the cost-effective Smart Car platform, rather than the more sophisticated CMP architecture underpinning their Opel Corsa, Peugeot 208, and Lancia Ypsilon cousins.
Despite the lower-cost foundations, Stellantis didn’t skimp on drivetrains. Buyers get the same menu of internal combustion, mild hybrid, and full electric powertrains.
Quick Facts
Model
Fiat Grande Panda
Citroen C3
Powertrain Options
ICE / Mild Hybrid / Electric
ICE / Mild Hybrid / Electric
Length
3,999 mm (157.4 inches)
4,015 mm (158.1 inches)
Width
1,763 mm (69.4 inches)
1,755 mm (69.1 inches)
Height
1,585 mm (62.4 inches)
1,577 mm (62.1 inches)
Wheelbase
2,540 mm (100 inches)
2,540 mm (100 inches)
Weight
1,240-1,554 kg (2,734-3,427 lbs)
1,226-1,491 kg (2,703-3,286 lbs)
Boot
361-412 lt (12.8-14.6 cubic feet)
310 lt (11 cubic feet)
Price (Greece)
from €16,990 ($19,900)
from €17,300 ($20,300)
SWIPE
Predictably, the two hatchbacks share a wheelbase and sit within millimetres of each other in length and width. The Citroen measures 16 mm (0.6 inches) longer, while the Fiat is 5 mm (0.2 inches) wider. On paper, these are rounding errors, but the styling does help differentiate them more than the tape measure might suggest.
Different Shells
Photos Thanos Pappas for CarScoops
Most would agree that Citroen and Fiat’s designers did well to set their cars apart. Although the two models inevitably share core proportions, roof structure, and key hardpoints, every body panel is unique. That gave each brand the freedom to apply its own design language across the entire exterior.
The Citroen looks chunky and aggressive with sculpted details, while the Fiat is boxier and retro-futuristic with many Easter Eggs doubling as references to its Italian origins. Both hatchbacks sit higher than usual and carry crossover styling cues, but the slightly thicker plastic cladding and taller roof rails of the Grande Panda make it look a bit more adventurous than the C3.
Examples that highlight the fine line between cost-cutting and design statement include the combinations of the identical mirror caps with different indicators (from the Stellantis parts bin), the shared door handles with bespoke door stampings, and the common greenhouse with slightly different window lines.
Two Interiors, Two Moods
Photos Thanos Pappas for CarScoops
The unique character of each model is even more pronounced inside the cabin. The Citroen has a modern and minimalist approach, with horizontal lines on the dashboard. Highlights include the small two-spoke steering wheel, the tiny digital instrument cluster that resembles a head-up display, and the fabric trim that disguises the hard plastics.
The Fiat is far more playful and colorful. It has an oval shaped digital cockpit with a miniature Panda trapped in the transparent perimeter, a Bamboo-like cover for the glovebox, vintage emblems and glossy black surfaces.
Of course, many of the core components are shared. The climate controls remain mercifully physical, the infotainment screen is a 10.25-inch unit across the board, and most of the switchgear and door handles are the same. It’s what you’d expect from two cars built from the same parts bin.
Comfort and Practicality
Cabin space feels identical, with both cars offering enough legroom and headroom for four adults to travel comfortably. The seats are plush and equally stylish in their own regard, leaving Citroen’s “Advanced Comfort” marketing claim mostly symbolic. The boot also looks the same to the naked eye, despite the notable difference on paper in favor of the Fiat.
Overall, the Fiat has the most unique interior ambiance that will make passengers smile. On the other hand, the Citroen might age better and has a narrow lead in perceived quality – most likely due to the darker trim.
Trim levels mirror each other from the base models to the range-toppers we tested. In Greece, the Fiat is the more affordable choice across the range. But in other markets like Germany and the UK, the Citroen often comes in cheaper, at least for the electric versions.
Driving Impressions
Behind the wheel, the similarities are immediately obvious. Contrary to what some reviews suggest, both models share identical suspension geometry and a soft overall tune. The Citroen does have a slight advantage over rough surfaces, thanks to its “Progressive Hydraulic Cushions” that take the edge off full damper extension.
Both small hatchbacks are very easy to drive and proved to be agile in Athens’ narrow streets. Of course, performance is identical across the range, which includes electric and turbocharged 1.2-liter engines in regular and mild-hybrid forms. The Grande Panda may eventually offer an all-wheel-drive version, potentially reviving the spirit of the Panda 4×4.
The steering feel is also very similar, but at least it gave me something to write about. In the Grande Panda I got the sense of the ultra-light City mode of older Fiats – but only when stationary. The Citroen’s steering adds a barely perceptible touch of extra weight, likely a result of the smaller steering wheel diameter.
Verdict
Photos Thanos Pappas for CarScoops
In the end, the Citroen C3 and Fiat Grande Panda are two interpretations of the same idea, delivered in French and Italian dialects. Both target the value end of the subcompact market and use a shared platform to keep costs down, while still managing to carve out distinct personalities through design.
They don’t face much direct competition beyond the Dacia Sandero Stepway, though small SUVs and traditional hatchbacks are always hovering nearby. Beneath the styling, they’re mechanically identical, with only slight differences in ride and agility. The C3 feels a bit more composed when the suspension hits its limits, while the Grande Panda comes across as slightly more nimble. These nuances only really emerge if you drive them one after the other.
For car enthusiasts and romantics, a little more character in the driving dynamics wouldn’t have gone amiss, but for most buyers, design is what matters. On that front, the fraternal twins deliver more than enough distinction to stand on their own.
The final verdict ends in a clear draw, with each car bringing its own strengths to the table and appealing to slightly different sensibilities. The Grande Panda leans into playful energy and quirky charm, while the C3 carries itself with a more restrained, minimalist poise. If it came down to styling alone, which one would you take home?
Localization will help Chinese carmakers boost global vehicle sales.
VW and Toyota’s market share could fall sharply in key segments.
Analysts expect Tesla’s share to rise from 2 to 8 percent globally.
In just a few years, Chinese automakers may do more than disrupt the global car industry. As they scale up overseas and lean into their strengths in electrification and cost control, the shift looks less like a disruption and more like a permanent redrawing of the map. If the current pace holds, they could control a third of the global market within five years.
Analysts at UBS, the Swiss investment bank and financial services company, point out that while China’s domestic car market continues to grow, it’s the overseas expansion that’s becoming increasingly important for them. According to their latest estimates, foreign markets now represent about 20 percent of industry sales for Chinese carmakers, and in some cases, up to 50 percent of their profits.
The Global Impact of Expansion
UBS says its forecast remains unchanged from two years ago, even as Chinese manufacturers scale up production in Europe and some legacy automakers begin stepping back from their EV plans, citing uncertain returns and cooling demand.
“The main drag was due to Europe’s slowdown of EV adoption, and tariffs and protectionism against Chinese EVs,” said Paul Gong, UBS’s lead analyst for Chinese EVs. “I think 2024 progress was slower than expected, but recent signs have shown some catch-up.”
The South China Morning Post (SCMP) reports that China’s long-term bets on electric vehicles, vertical integration, and aggressive supply chain development appear to be paying off. These moves haven’t just given Chinese brands a cost advantage, they’ve made it easier to scale production and respond quickly to market shifts.
Chinese Carmakers Gain Speed as Global Rivals Lose Ground
Frank Diana, a managing partner at Tata Consultancy Services, says China’s edge is not just about scale but about speed. “The fact that [China] has been learning aggressively means that they’re going to have a dominant position and market share,” he explained. “But they’re not alone … you will see the rise of other players in the space.”
UBS forecasts that the rise of Chinese brands will cut deep into the dominance of current global leaders. Combined, Volkswagen and Toyota now hold 81 percent of the market share in key segments. By 2030, that number could drop to just 58 percent. Meanwhile, Tesla’s global share, currently sitting at around 2 percent, could grow to as much as 8 percent by the same year.
Also helping Chinese brands expand internationally is a move to localized production. In Thailand, automakers such as SAIC Motor, Great Wall, BYD, GAC, Changan Automobile, and Chery already operate assembly plants. Great Wall and BYD have also established manufacturing in Brazil, with BYD developing a large-scale facility in Hungary to support its growing footprint in Europe.
India Eyes a Bigger Role
China isn’t the only nation that could see its car industry expand rapidly by 2030. India, too, is positioning itself for growth. Domestic automakers like Tata and Mahindra are increasing their share in the local market and looking outward.
However, they face stiff competition, not only from dominant player Maruti Suzuki, but also from Chinese-owned MG Motor, which has introduced several new models to Indian buyers. BYD has also begun to establish a presence, and both Chery and Great Wall have plans to enter the market, reports SCMP.
Still, analysts suggest that China’s early investments gave it a lasting edge. The ability to learn quickly, build tightly controlled supply chains, and manage costs efficiently has kept its companies ahead.
“The EV supply chain is dominated by Chinese companies,” said analyst Ramakrishnan. “The India EV supply chain, including electronics, is imported from China.”
Fewer Players, Bigger Stakes in the Next Phase of EVs
In Diana’s view, the current market is heading toward consolidation. China’s early lead puts it in a strong position as the EV space matures into a more concentrated field of major players.
“So there will be consolidation even at the EV market level, and you end up with 10 to 15 platform orchestrators made up of [original equipment manufacturers and] big technology companies,” he said.
Protests are expected across the state on Friday in reaction to this week's fatal shooting in Minneapolis by an Immigration and Customs Enforcement agent.
Democratic U.S. Rep. Mark Pocan is calling for further oversight of Immigration and Customs Enforcement after an agent shot and killed a woman driving her vehicle in Minneapolis.
Treading on Wisconsin’s frozen lakes has gotten more dangerous, creating cost for taxpayers and business owners and calling into question the future of an important state pastime.
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