As electric vehicles continue their steady march toward becoming a dominant force on global roads, one country has pulled far ahead of the rest- and it didn’t happen by accident.

By now, it’s widely understood that Chinese automakers have taken a commanding lead in the EV race, while many Western legacy brands are still scrambling to catch up. It’s also well known that Chinese battery companies are driving much of this momentum, leading with rapid innovation and serious scale. But how did they manage to surge ahead so dramatically in such a short time? The answer is fairly straightforward: money. More precisely, billions in government subsidies every single year.

Read: CATL’s New EV Batteries Give You A Full Charge In Minutes

Fresh data from Nikkei Asia shows just how significant this financial support has been. Contemporary Amperex Technology Co., better known as CATL, the world’s largest EV battery manufacturer, has been raking in the kind of government funding that would likely make Elon Musk reconsider his next big tax tweet.

While CATL has not reveal full-year details of the government help it received in 2024, it has disclosed that in the first half it got 3.84 billion yuan ($532 million) in state subsidies. This made it one of the largest beneficiaries of the Chinese government’s policy, only behind state-owned oil company Sinopec, which received 4.06 billion yuan ($563 million). Importantly, however, that’s how much Sinopec received for the full 2024 calendar year, whereas CATL’s figure is only for the first six months of 2024 – thus, it total, the latter’s figure far exceeded Sinopec’s.

The subsidies CATL has received appear to have jumped in the second half of 2024. As noted by Nikkei Asia, in 2023, it disclosed its subsidies under ‘other income’ in its financial reports. In 2023, ‘other income’ totaled 6.26 billion yuan (~$868 million), and of this, 5.72 billion yuan (~$793 million) were subsidies. In 2024, its full-year report revealed 9.96 billion yuan (~$1.3 billion) in ‘other income,’ but didn’t specify how much of this was subsidies.

Of course, it’s not just CATL that is benefiting from this practice Full-year data from 2024 reveals that BYD received almost 3.8 billion yuan (~$527 million) in subsidies last year, no doubt playing a significant role in the firm’s ability to release so many new models so frequently.

Great Wall Motor was the fourth-largest recipient of subsidies, earning a touch under 3 billion yuan (~$416 million). SAIC Motor closely trailed GWM, receiving more than 2 billion yuan (~$277 million) in subsidies for the year.

All this answers the questions we posed at the beginning. There’s no secret sauce at play here; the Chinese managed to leapfrog the competition and undercut their rivals at the same time simply due to immense state help. No wonder, then, that the US and the EU are seething as they watch their own brands trying to compete in an uneven playing field.

As automakers worldwide scramble to future-proof themselves in the electric era, China has been comfortably in the lead, cranking out next-gen EVs packed with cutting-edge tech and advanced battery systems one after the other at record pace. But behind the buzz and impressive new models, there’s a financial reality dragging at the wheels: most of China’s EV brands are still burning cash, not banking it.

Read: Seres 5 Crushes Tesla Model Y In Comfort But Loses The Battle Where It Counts

At last count, there were around 50 EV brands competing for space on Chinese roads. Out of those, just three of them are thought to be profitable. These include BYD, Li Auto, and Seres. Despite this, brands continue to offer generous discounts to grow their footprint, forgoing financial security in the pursuit of sales.

Discounts Keep Climbing

According to a JP Morgan study cited in a South China Morning Post report, industry-wide discounts averaged a record high 16.8% in April, up from an already steep 16.3% in March. The China Passenger Car Association puts the average discount for 2024 at 8.3%. To top it off, average EV prices were trimmed by 10% back in December. That’s not just aggressive, it’s unsustainable.

Last year, the difference between the selling price of an EV and an automaker’s costs, including raw materials, labor, and logistics, known as the vehicle margin, dropped to 10%. This is down from approximately 20% just four years ago. Analysts believe that most of China’s smaller EV manufacturers will be forced out of the market or will be acquired by larger rivals over the next couple of years.

“Nearly all of them were the victims of price competition,” said Phate Zhang from CnEVPost. “But if any of them chooses to exit the price war, their sales will decline and make it more difficult to post a net income.”

Looking Beyond China’s Borders

One potential lifeline is exports. Chinese carmakers have begun shipping more EVs abroad, where they can command better margins. According to JPMorgan’s Nick Lai, international sales are proving to be more profitable and could provide the breathing room these companies need.

“Price competition has turned fiercer this year. Unfortunately, we have not seen a jump in [EV] demand so far,” Lai noted. The domestic market, while massive, isn’t growing fast enough to offset the steep discounts.

Still, exports are trending upward. In the first four months of 2025, EVs made up roughly 33% of China’s total vehicle exports, up from about 25% over the past two years. It’s not a total solution, but it’s a glimmer of hope for brands looking to survive the increasingly brutal home turf battle.

A small but growing number of automakers are figuring out how to make EVs weird in all the right ways. Among them is Chery’s iCar brand, which has a few unconventional offerings, but none more intriguing than the V23. This chunky SUV looks like someone merged a Land Rover Defender with a Suzuki Jimny in a design studio that really loves straight lines. And now, it’s gotten even more eccentric with a retro-styled body kit.

The standard V23 already plays the retro card well, thanks to its squared-off profile, upright front and rear ends, and pronounced fender flares that give it a solid presence. But the new ‘Retro Emotion Package’ takes it further with a matte green wrap that feels perfectly suited to its aesthetic. It might look slightly out of place in a downtown traffic jam, but out in the wild, it fits right in.

Read: Chery’s iCar Expands Its Lineup With Rugged Minivans And Tougher SUVs

Complementing the special wrap is a unique front grille and a blacked-out front bumper. iCar has then added a large spotlight on the hood. Admittedly, it looks a little cheap, and the brand perhaps would have been better to add a set of more traditional circular spotlights to the front end.

Adding to the visual makeover are black rocker panels, side steps, and a set of 19-inch wheels wrapped in all-terrain tires. So yes, it’s dressed to look like it could leave the pavement behind, whether or not it ever will.

Apparently, iCar was quite serious about developing an upgrade kit that doesn’t just look the part but serves some purpose. According to a report from China’s Ithome, that the matte green wrap has a special anti-glare treatment to meet military vehicle concealment standards. Additionally, the front grille can be quickly and easily removed and replaced by owners.

Considering how affordable most EVs are in China, it’s no shock that this upgrade kit follows suit. Depending on the configuration, it’s priced between 4,000 and 10,500 yuan, or roughly $550 to $1,450 at current exchange rates. As for the V23 itself, pricing starts at 109,800 yuan (about $15,000) and tops out at 149,800 yuan (around $20,500), which keeps the whole setup firmly planted in the budget EV bracket.

To put that in perspective, the base version costs about the same as a used 2021 Nissan Versa with 65,000 miles on the clock – and considerably less personality, if we’re being honest.

Performance-wise, entry-level models come with a 136-horsepower motor driving the rear axle. Higher trims get a dual-motor setup with a total output of 211 horsepower, both modest numbers, but likely enough to keep this small SUV feeling sprightly on back roads and city streets alike.

Tesla boss Elon Musk has made plenty of wildly ambitious – and frequently inaccurate – claims about Tesla’s upcoming fleet of robotaxis. But now, after years of eyebrow-raising promises, the first of them is actually set to hit public roads next month. As part of a pilot program in Austin, Texas, Tesla will finally launch its long-hyped robotaxi service in a bid to close the wide lead Waymo currently holds in the autonomous vehicle race.

In 2019, Musk infamously claimed that by the end of that year, Tesla would have 1 million robotaxis on US roads. It does not currently have a single one, but next month, it will deploy approximately 10 robotaxis in Austin, and, if all goes well, could dramatically expand this to thousands of vehicles. Importantly, these will not be Tesla’s Cybercab, but rather versions of its current models equipped with the new Unsupervised Full-Self Driving system.

Read: Waymo’s Driverless Cars Kept Hitting Objects You See But They Don’t

During a recent interview with CNBC, Musk said it will be prudent for the company to be cautious in its roll-out of the system and that Tesla employees will monitor the fleet of robotaxis remotely.

“It’s prudent for us to start with a small number, confirm that things are going well and then scale it up,” Musk said. “We’ll be watching what the cars are doing very carefully and as confidence grows, less of that will be needed.”

To help ensure the roll-out of the robotaxi fleet is as smooth as possible, vehicles will be geofenced to certain areas of Austin. As the robotaxi fleet expands, Musk predicted that by the end of 2026, Tesla will have “hundreds of thousands, if not over a million Teslas doing self-driving in the US.” Like with all predictions from the world’s richest man, we’ll have to wait and see if this becomes a reality.

Buying Uber?

During the same interview, Musk was asked why Tesla doesn’t buy Uber. Musk sees no need to make such a move, noting the brand already has a large fleet of vehicles and everything it needs to run a successful robotaxi service. This will include the ability for private Tesla owners to add their vehicles to the fleet, meaning they can be used as robotaxis whenever the owner doesn’t need their car.

“We have millions of cars that will be able to operate autonomously,” Musk said. “And I should say that it’s a combination of a Tesla-owned fleet and also enabling Tesla owners to be able to add or subtract their car to the fleet, so that existing Tesla owners will be able to earn money by adding their car to the fleet for autonomous use.”

Fiat is stepping up its game with two new models set to launch within the next year, aiming to freshen up its lineup with larger, more practical vehicles built on Stellantis’ cost-efficient architecture. These additions are designed to fill a gap in Fiat’s range while leaning into proven nameplates and concepts. The first of the two, currently referred to simply as the Fastback, is expected to debut before the end of 2024.

Read: Fiat Presents Five Retro Concepts Heading To Production

Instead of starting from scratch, the new Fastback will draw from familiar sources. It’s reportedly being developed as a mashup of the now-defunct Tipo, the existing Fastback sold in Brazil, and the Egea from Turkey. That blend should result in a practical compact crossover with broad appeal. Powertrain options haven’t been confirmed yet, but early indications point to a mix of internal combustion engines, hybrids, and likely a fully electric version as well.

GigaPanda: Fiat’s Bigger Bet

However, it’s probably Fiat’s second new SUV that will really turn heads. Currently known as the GigaPanda, it will be quite a bit bigger than the new Grande Panda. It will serve as a sister model to the new Citroen C3 Aircross and be offered in both five- and seven-seat guises.

A concept car previewed by Fiat in early 2024 provided us with a look at the new model. Painted in a bright shade of purple, that concept had a retro-themed exterior that includes large pixel LED lights, not dissimilar to those that Hyundai has been using for some of its EVs. Speaking with Auto Express, Fiat head of design François Leboine noted that some changes will be made for the production model.

“I cannot say we’ll do it [exactly] like this,” he said of the concept. But we’ve worked on this vehicle family and they are ready. The [Grande] Panda [concept] was a bit exaggerated, but all the cues were there. That’s more or less what will happen [with GigaPanda].”

Familiar Tech, Flexible Powertrains

Like the new Fiat Fastback, the GigaPanda will be offered with a selection of different powertrains. These could include the same 44 kWh and 54 kWh battery packs as available on the Citroen C3 Aircross, as well as Fiat’s 1.2-liter mild-hybrid system. More traditional petrol engines are also likely, as are potential ethanol options for markets like Brazil.

Whether either model will dramatically shake up Fiat’s position in the global market remains to be seen, but at the very least, they promise to bring some much-needed variety to a lineup that’s been running a little thin the past few years.

Elon Musk seems to have no plans of stepping down from Tesla anytime soon, despite the growing grumbles from shareholders who aren’t thrilled about his other ventures, especially when meddling in global politics. To solidify his grip on the company, he’s also eyeing a bigger slice of Tesla’s pie, aiming to raise his stake to around 25%, just to make sure no investors can force him out.

While speaking over video during the Qatar Economic Forum in Doha this week, Musk said he has “no doubt” he will remain CEO for at least the next five years, unless he dies in that time. A little grim, but we get the point.

Read: Elon Musk’s Latest Investor Power Play Just Made Suing Tesla Nearly Impossible

This news may upset some who were concerned Musk was getting distracted and was no longer fully committed to Tesla, but there’s no denying the fact Musk has led Tesla through a rapid expansion that transformed them from a fringe player into one of the world’s largest car manufacturers by volume, and the single most valuable by market cap.

It was recently reported that Tesla board members started to reach out to executive search firms to see if they could find a new CEO. It’s understood that board members had grown concerned Musk was spending too much time in Washington alongside President Trump. However, both Tesla and Musk later denied these assertions.

As reported by the Wall Street Journal, Musk isn’t going anywhere. He currently owns a 12.77% stake in Tesla that currently is worth more than $140 billion, but during a separate interview this week, he said he’d like to increase this to around 25%. He believes this will give him enough control to ensure he cannot be ousted by activist investors.

“It’s not a money thing,” Musk said. “It’s a reasonable control thing over the future of the company. That’s the number I’d feel comfortable at, because that’s where I have some control, but not so much control that I can’t be thrown out, [unless] I’m destroying the value of the company or if I’ve just gone flat-out crazy.”

It seems as though some of the blowback for his involvement in US politics has also gotten to Musk. He spent almost $300 million last year to help President Trump return to the Oval Office, but has confirmed he will “do a lot less” political spending in the future. “If I see a reason to do political spending in the future, I will do it,” he added, but said, “I do not currently see a reason.”

We thought we had seen it all when Xpeng dropped the first photos of the new-generation P7 sedan. But, as it turns out, there’s more hiding under the surface. New spy shots from China have revealed the sports sedan will get Lamborghini-inspired scissor doors, just like the limited edition of its predecessor. While some might argue that scissor doors belong strictly to the world of supercars, they certainly give the P7 a distinct edge, helping it stand out in the crowded electric sedan market.

In China, the P7s with these doors are called ‘peng-wing’ models, and they’ll probably be reserved for the top-tier version of the new car. The latest photos from China’s Autohome show that, much like the previous model, the doors open at an angle instead of shooting straight up. This design ensures there’s enough room between the door and the front quarter panel.

Read: Xpeng’s Latest EV Feels Like A Lamborghini Sports Sedan

It’s not just the doors of the new model that have taken inspiration from one of Italy’s most famous brands. Recent shots of the P7’s front end show it will have sideways Y-shaped daytime running lights not dissimilar to those used by the Lamborghini Revuelto.

The prototype featured in these shots also rocks a set of bright orange Brembo brake calipers and sits on sticky Michelin Pilot Sport EV tires, measuring 245/40 R21 at the front and 275/35 R21 at the rear. We don’t yet have dimensions for the new model, but it looks longer than a Tesla Model 3 and may also be slightly longer than the Xiaomi SU7.

This prototype, as well as the car recently showcased by Xpeng, also lacks any visible LiDAR system, which Xpeng currently uses for its driver assistance systems. This suggests the new P7 may follow in the footsteps of Tesla with a vision-based system that will be cheaper. Whether or not it will be as effective remains to be seen.

The rear end of the refreshed P7 looks a lot nicer than the old car. It retains a similar fastback-style shape but has fewer curves and soft edges, instead relying on more aggressive lines and sharp angles. Xpeng’s designers have also crafted new LED taillights and a light bar, similar in shape to the DRLs up front.

Xpeng has not announced powertrain details for the new model, but local media reports that it will be offered with the same options as the outgoing model. These could include a rear-wheel drive version with 272 hp and 436 miles (702 km) of range, as well as a dual-motor 466 hp model that is good for 379 miles (610 km). The new P7 could be unveiled in the third quarter of the year during the Guangzhou Auto Show.

Autohome

It wasn’t a major Tesla shareholder who took down Elon Musk’s record-breaking $56 billion pay package in court, but rather a guy with just nine Tesla shares. But, of course, Tesla isn’t keen on letting that happen again. So, earlier this month, the company quietly tweaked its corporate bylaws, making it harder for shareholders to sue the board or executives over suspected breaches of fiduciary duty.

Read: Musk Appeals For $56 Billion Tesla Payday, As Firing Thousands Just Doesn’t Pay Enough

Tesla’s latest filing reveals that to sue the EV company, an investor now has to hold at least 3% of Tesla’s outstanding shares. Given the automaker’s current market value, that means you’d need around 97 million shares worth more than $34 billion to even think about taking legal action. Good luck with that.

The Texas Twist

Why the change? Well, Tesla has been able to implement this thanks to its recent move to Texas, a state with laws that are a bit friendlier to corporations than Delaware, where Tesla was originally incorporated. Richard Tornetta, the shareholder who first sued over Musk’s compensation, filed the case when Tesla was still a Delaware company. But last year, Tesla made the leap to Texas after receiving shareholder approval, making it easier to adopt these new, lawsuit-limiting bylaws.

Speaking with CNBC, corporate and securities law trial attorney Ann Lipton said Tesla is making the most of more favorable laws in Texas that allow companies to limit shareholder lawsuits for alleged breaches of fiduciary duties. While the change will likely go unnoticed by the majority of Tesla shareholders, it does severely limit their ability to take Tesla to court for wrongdoings.

Musk’s Pay Saga

Elon Musk continues efforts to have his compensation package reinstated. In 2018, the world’s richest man decided against taking a salary at Tesla and struck a deal to buy 303 million Tesla shares at $23 apiece if the company met certain performance and valuation targets. It reached all of these targets, but in January 2024, Delaware Chancellor Kathaleen McCormick annulled the pay plan. According to her, the Tesla board members who approved it were essentially beholden to Musk.

Tesla shareholders were then asked to vote on the pay package again, and they approved it a second time. But the judge wasn’t having it and blocked the deal yet again. It’s a pay plan that just won’t die, and it seems like neither will Musk’s determination to get it reinstated.

A few months ago, Lexus unveiled the 2026 RZ in its European-spec form, featuring steer-by-wire technology and simulated gears. Now, the updated RZ is headed to the North American market, and it comes with several upgrades including a new and improved battery, more power, and increased driving range.

Three versions of the 2026 RZ will be available in the US. Leading the charge at the base of the lineup is the new RZ 350e. It comes with a 74.69 kWh battery pack and a front-mounted electric motor producing 221 horsepower, 20 more than the outgoing RZ 300e. Lexus claims this version can reach 60 mph (96 km/h) in 7.2 seconds and offers an estimated range of around 300 miles (482 km) on a single charge.

Read: 2026 Lexus RZ Gets Yoked Steer-By-Wire And Simulated Gears

Next up is the RZ 450e AWD, which retains the same 74.69 kWh battery but adds an additional electric motor at the rear wheels, boosting the total output to 308 horsepower. This reduction in 0-60 mph time to 4.9 seconds is matched by a range of 260 miles (418 km).

Finally, there’s the new flagship RZ 550e F Sport AWD with a dual-motor setup. It swaps in a slightly larger 76.96 kWh battery, bumps the horsepower to 402, and cuts the 0-60 time to a much quicker 4.1 seconds. However, with an estimated driving range of 225 miles (362 km), it’s safe to say the RZ 550e isn’t exactly setting the standard for range in the EV market.

All 2026 RZ models heading to North America will come equipped with an NACS plug, and Lexus claims the battery can be charged from 10% to 80% in under 30 minutes. Additionally, every model now comes standard with an 11 kW on-board AC charger, a noticeable upgrade from the 7 kW unit found in the previous generation.

Curiously, it does not appear as though new RZ models to be sold in North America will have the same steer-by-wire as those sold internationally, including in Europe. Lexus has made no mention of the system in its local press release, and images released of the locally-specced model show it with a normal steering wheel, rather than the yoke that accompanies the steer-by-wire setup.

Virtual Shifts and a Spiffed-Up Interior

What we do know is that the RZ 550e F Sport AWD is the only version to offer Toyota’s M Mode virtual gear shift, which uses paddle shifters and is supposedly designed to provide “a sportier, more responsive driving feel.” Whether or not that’s true remains to be seen, but it certainly sounds like something designed to make driving an electric vehicle feel just a little more interesting.

Inside, the 2026 RZ gets a few upgrades as well. A panoramic glass roof is now available, and it can switch from clear to opaque with the push of a button. The RZ 550e also gets some stylish black Ultrasuede trim with blue contrast stitching.

Lexus hasn’t revealed official pricing for the refreshed model yet, but it has confirmed that sales will begin later this year. Based on the pricing of the 2025 model year, the base models are expected to start around $45,000, with the new flagship RZ 550e likely pushing beyond $60,000.

Given the performance of the Hyundai Ioniq 5 N, affordability might not be the first thing that comes to mind. However, it’s now cheaper to lease in the States than before, as Hyundai prepares for the 2026 model release and works to clear out existing inventory, even though no major changes are expected.

Read: Hyundai Ioniq 5 N Owners Report Dangerous Acceleration After Software Fix

Leasing the Ioniq 5 N had previously been quite expensive, with monthly payments set at $899 for 36 months, plus a $3,999 down payment due at signing before taxes and delivery fees. This brought the effective cost to about $1,010 per month. That’s an eye-watering amount, and nearly double some of the lease deals we’ve seen for the Lucid Air in recent months.

Now, Hyundai has slashed the Ioniq 5 N lease to $699 per month for 36 months, keeping the $3,999 down payment at signing. This offer kicked in on May 9 and will run until June 2, so you’d better hurry if you’re interested.

From what we learned, Hyundai achieved this drop by cutting the Money Factor (the interest rate used to calculate the rent charge) to .00017 for 24-month/12,000-mile leases and .00016 for 36-month/10,000-mile leases, while also inflating the residual values (the car’s expected value at the end of the lease) to 52% and 45%, respectively.

For the 36-month/10,000-mile option with the down payment, the effective monthly lease comes out to $810 before taxes and delivery fees. If you opt for a zero down payment, the total rises to $848.17 due to the higher interest rate. Hyundai also offers a purchase option at the end of the lease for $32,484, plus an additional $300 fee.

Other Options

While this deal might be too good to refuse for some, it’s worth keeping in mind that Kia is gearing up to launch its facelifted EV6 GT, and it features many of the same features as the Ioniq 5 N. In addition to rocking the same basic dual-motor powertrain, it has been updated with the same Virtual Gear Shift function as the Hyundai and promises an ICE-inspired soundtrack, too.

If you’re looking to buy, the Ioniq 5 N starts at $67,675. On one hand, that’s fairly reasonable for an electric vehicle that offers practicality alongside supercar-level performance. On the other hand, it’s still significantly more expensive than the Tesla Model 3 Performance, which starts at $54,990.

Review: What’s It Like Living With The Hyundai Ioniq 5 N?

Plus, if you go for colors like Stealth Grey, Pearl White, or Deep Blue metallic, the flagship Model 3 qualifies for the $7,500 federal tax credit, bringing the price down to $47,490 before taxes and fees. Something to keep in mind.

That said, for those looking for an EV that prioritizes driver involvement in a way no other competitor currently does, the Ioniq 5 N remains a solid choice. With up to 641 horsepower, it can go from 0 to 62 mph (100 km/h) in just 3.4 seconds, and it even allows you to adjust the power split between the front and rear wheels for a truly customizable experience.

BMW has been criticized in the past for being too slow to develop compelling EVs and was also one of the few major automakers that did not commit to a firm date when it would be selling nothing but EVs. Now, as some of its rivals back away from their EV-only pledges, Munich’s more cautious approach seems to be paying off.

The German brand has long believed that a wide range of powertrain technologies is needed, and during its annual meeting last week, boss Oliver Zipse doubled down on this approach. As such, BMW will continue to build and sell petrol, diesel, hybrid, and also hydrogen vehicles alongside the slew of new EVs it already has in the works.

Read: BMW’s Baby M SUV Might Be Lurking Under This iX3

“We take ambitious political goals seriously – but we don’t believe in technically one-sided regulations that limit supply,” Zipse said. “The same principle applies to the circular economy. Here, too, only a comprehensive approach can enable and stimulate investment. Because, as a standalone technology, e-mobility leads down a dead-end street – that much is now clear. The differences are simply too great, even just within Europe.”

Zipse used the examples of Belgium and Italy. In Belgium, generous incentives resulted in EVs and hybrids reaching a market share of over 60% last year. By comparison, they only accounted for 4% of sales in Italy. He added that the most important question is how to effectively cut CO2 emissions, and that the answer is not “thinking in black and white.”

“While other manufacturers are reversing course or adjusting their strategy, we are on exactly the right track,” Zipse told shareholders. “Even policymakers are starting to come around: The new German federal government supports a broad approach to technology, while the European Commission seeks to make Europe more competitive.”

Demand is on the rise for BMW’s electrified models. In the first quarter, electrified vehicles made up more than 25% of all new cars it sold, while almost one-fifth of them were fully-electric. In 2028, BMW will release its first hydrogen production vehicle with the help of Toyota.

While Nissan might be in the midst of some serious turmoil, including factories closing and tens of thousands of layoffs, the company has somehow managed to pull off a small win in the form of a new EV that’s gaining traction. Unfortunately, it’s only available in China for now, but hopefully, Nissan can draw on this success when developing future global models that could help stabilize the company.

Last month, Nissan unveiled the N7, and it’s already looking like a fresh start. For one, it doesn’t look like anything else in their lineup, which is refreshing in itself. And while it still carries Nissan’s badge, the N7 is built on the Dongfeng 007 platform, a product of Nissan’s Chinese joint venture. It’s proven popular with local shoppers too. In the 18 days since its debut, over 10,000 orders have rolled in, showing that there’s plenty of interest in what Nissan has to offer.

Read: Nissan’s New Electric Sedan Is As Big As A Maxima, Cheap As A Versa

According to Nissan, approximately 30% of buyers already own a Nissan model, while the remaining 70% are new to the brand. The first 35 were delivered at a special event at Dongfeng Nissan’s New Energy Brand Experience Center in Shanghai.

Beyond looking fresh, the N7 is no doubt proving appealing because it’s very affordable. The entry-level model starts at 119,900 yuan or the equivalent of $16,500 at current exchange rates. This model has a 58 kWh battery pack, 215 hp, and a quoted driving range of 510 km (317 miles). Nissan also sells Pro and Max versions of the N7 with this same powertrain, priced at 129,900 yuan (~$17,800) and 139,900 yuan (~$19,200) respectively.

For buyers who want something with a bit more range, two models with a larger 73 kWh pack are also available, priced from 139,900 yuan (~$19,200) and 149,900 yuan (~$20,500). These N7 620 Pro and N7 620 Max versions have a 268 hp electric motor and a driving range of 625 km or 388 miles. It’s also worth noting that according to CarNewsChina, over 60% of orders have been for the higher-end Max versions.

As great as it sounds, the N7 is almost certainly destined to stay in China. If Nissan does decide to send it elsewhere, you can bet it won’t be coming to the US. But for now, at least Nissan has a small win on its hands, something they can hopefully build on, even if it never quite reaches global markets.

The Polestar 2 that was launched in 2019 showed the world that you didn’t need a Tesla to experience a well-rounded EV. But since then, the electric vehicle market has exploded, with new competitors pushing Polestar to either evolve or fall behind. Now, the larger Polestar 4 has arrived, and it could be a make-or-break moment for the Swedish-Chinese automaker, so it better deliver.

After spending a week with the Long Range Single Motor version, it’s clear that this model brings a noticeable improvement over the Polestar 2. It seamlessly blends cutting-edge technology with a level of European luxury that raises the bar for EVs in this segment.

So, what makes the Polestar 4 stand out? Let’s dive in.

QUICK FACTS

Photos Brad Anderson/Carscoops

Polestar is gearing up to launch the 4 in the United States later this quarter, but over in Australia, it’s been available since late last year. It goes directly against vehicles like the Kia EV6, Hyundai Ioniq 5, Tesla Model Y, and even the smaller BMW i4.

Australia’s EV market is becoming increasingly competitive, particularly thanks to the arrival of several new brands from China. But, like with the 2, Polestar is positioning itself as a slightly more premium offering, and yet, the Polestar 4 has actually been priced very well.

The Sweet Spot In The Range?

Local prices start at AU$78,500 (US$50,800), before on-road costs, or roughly AU$85,000 (US$55,000) with all fees paid. Perhaps the Polestar’s most obvious rival is the Kia EV6, as it best matches the sedan/SUV shape of the 4. It starts at AU$72,590 (US$47,000) before fees for the cheapest version and AU$79,590 (US$51,500) for the EV6 GT-Line RWD. However, the pre-facelift EV6 only has a 77.4 kWh battery, compared to the 100 kWh pack of the Polestar 4, and has a peak range of 528 km (328 miles), compared to the Polestar’s 620 km (385 miles).

We drove the Polestar 4 in Long Range Single Motor guise. It was also optioned with the AU$8,000 (US$5,200) Plus Pack, which is a must. This adds a thumping Harmon Kardon audio system, a 14-7-inch head-up display, a mesh material across the interior, pixel LED headlights, auto-dimming mirrors, and a touchscreen display for rear-seat passengers. It also adds 12-way adjustable front seats, power reclining rear seats, 3-zone climate control, a heated steering wheel, and support for 22 kW AC home charges.

While the Long Range Single Motor is the base model, it doesn’t feel like it.

Positioned between the rear wheels is a single electric motor delivering 272 hp (200 kW) and 253 lb-ft (343 Nm) of torque. This motor receives its juice from a 400-volt ,100 kWh lithium-ion battery pack, can hit 100 km/h (62 mph) in 7.1 seconds and tops out at 200 km/h (124 mph). Polestar also sells the 4 in Long Range Dual Motor guise, which adds a 200 kW motor to the front axle, resulting in a combined 400 kW (544 hp) and 506 lb-ft (686 Nm). However, the single motor version is probably the sweet spot in the line-up.

Photos Brad Anderson/Carscoops

A Gorgeous Cabin – But Is It Too Minimalist?

The fit and finish of the Polestar 4’s cabin is superb. Not only is it way ahead of any Kia, Hyundai, or Tesla, but it feels more premium than even the BMW i4’s.

A 15.4-inch infotainment screen screams for your attention – but more on that later. The thing that immediately stands out is the quality of the materials used. The light grey MicroTech faux leather featured on our tester was plush and joined by equally soft and supple black leather. There’s hardly any hard black plastic in sight, and not even the lower extremities of the tunnel are plastic, but rather trimmed in soft carpet. Polestar also offers a Nappa leather upgrade to take things to the next level.

After you’re finished admiring the materials, the incredibly minimalist design becomes apparent. Polestar has clearly taken a leaf out of Tesla’s playbook on this one, eliminating virtually every button and switch and moving most controls to the touchscreen. While I can appreciate this decision from a design standpoint, it’s not the most practical solution.

Like in a a Tesla, you’ll need to enter the touchscreen to adjust the steering wheel and wing mirrors, when normal buttons for these would work perfectly well. All of the climate control settings are also done via the screen. The only physical dial used is a large volume knob sitting in the center of the console, plus Polestar has also moved to a column shifter. It’s all a little too minimalist for my liking – but to each, their own.

Read: 2026 Polestar 2 Looks The Same But Hides Major Interior Upgrade

Storage space is nothing sort of great, thanks to the large void beneath the floating center console. There’s also a sizeable area under the armrest and a large glove box, although it, too, is annoyingly operated through the touchscreen,. All Polestar 4s come equipped with sports seats that offer good support and are, at he same time, supremely comfortable. However, it would be nice if the headrests weren’t integrated into the backrests and could be adjusted independently; but that’s just me.

All Polestar 4s come standard with a sweeping panoramic glass roof and no rear window. This has been probably the major talking point of the EV since it was first revealed. I’m happy to report that after spending a few hours behind the wheel, I quickly adjusted to using the digital rearview mirror. However, I have heard complaints from people who need to wear prescription glasses.

Looking at the 4 from the outside, you could be excused for thinking the rear seats would be incredibly cramped. That’s not the case. By eliminating the rear window, Polestar has been able to extend the glass roof in line with the rear headrests. Rear space is palatial. I’m 6’2” and with the driver’s seat in my preferred position, I had four inches of legroom in the back and about half an inch of headroom to the glass. The Polestar 4’s 2,999 mm (118-inch) wheelbase is 1 mm shorter than the EV6’s, but the rear does feel bigger.

As mentioned, the Plus Pack also adds a touchscreen for the rear passengers, allowing for individual controls of the audio and climate control system. There’s a good amount of rear cargo space too, rated at 526 liters (18.5 cubic-feet) with the rear seats up and 1,536 liters (54.2 cubic-feet) with them folded down, as well as a 15-liter (0.5 cubic foot) frunk.

Photos Brad Anderson/Carscoops

Back to the infotainment system. Like in the Polestar 2, the 4’s operating system uses Android Automotive. That means it includes native support for the Play Store, allowing you to download apps like Spotify, Google Maps, and Waze. It also supports wireless Apple CarPlay, but curiously, doesn’t support Android Auto from your phone. As such, diehard Android Auto users will need to get used to using the native system, which operates much like an Android-powered tablet.

The display is bright, crisp, and responsive. Polestar has also done a good job making the settings easy to understand and access, creating large tiles for individual settings that can be triggered on and off, making them easy to play with while on the move. As mentioned, all the climate settings are housed in the screen, too, but I quickly got used to them.

Photos Brad Anderson/Carscoops

Is This The EV To Buy?

I had a revelation while testing the Polestar 4. For the first time, I could actually picture myself using an EV as my daily driver, and it made the Genesis GV70 I also had in my garage at the same time feel a bit archaic by comparison.

The 4 has also been well insulated, and while it doesn’t have double-pane glass, the windows are thicker than most cars. It blocks out almost all external noise at highway speeds, making it a serene place to spend time in.

There’s plenty of poke, too. While we only tested the rear-wheel drive model, it offers enough grunt, and that instantaneous response you’d expect from an EV. Performance-hungry enthusiasts would be well-advised to go for the dual motor, but for most buyers, this one should suffice. Its 0-60 mph (0-96 km/h) time of 7.1 seconds is on the slower side, especially when you consider that the Tesla Model Y RWD does it in just 5.4 seconds, albeit with a one-foot rollout, but still, it’s more than a second quicker.

On the other hand, Polestar has done a good job tuning the car’s ride. Single-motor variants have passive dampers, whereas the Dual Motor has adaptive suspension. Nevertheless, the former still rides well, although it does veer towards the firm side of comfortable. In an ideal world, I’d like it to be a little softer.

While the Polestar 4 is perhaps best suited to crunching highway miles, it also handles well, too. Like other Polestars (and Volvos), the steering has been well calibrated and offers three different settings for the weight and feel. However, like so many other electric steering systems, it’s often hard to know what the front wheels are doing, though it is admittedly quick and direct.

Weirdly, there are no selectable driving modes for this version of the Polestar 4, which is a shame. Three different settings for the brake regeneration can be selected, although these changes are made via the touchscreen. The Hyundai/Kia solution of adjusting brake regen through paddle shifters is a better one for on-the-fly changes.

As mentioned, the Polestar 4 has a 400-volt electrical architecture, whereas many rivals have 800-volt systems and, therefore, support faster charging speeds. Nevertheless, the 4 can charge at up to 200 kW, which is good for a 400-volt car, allowing the battery to be topped up from 10-80% in 30 minutes. Which is more than acceptable, but not really great.

Efficiency is good, but not great. In part due to the fact that this version of the Polestar 4 weighs a hefty 2,230 kg (4,916 lbs), we averaged 17.1 kWh/100 km during our time with it, whereas Model Ys can average in the 14 kWh/100 km range. Thankfully, the sizeable battery pack does mean hitting 600 km (373 miles) on a charge is achievable, which should be more than enough for most occasions.

Photos Brad Anderson/Carscoops

Verdict

The Polestar 4 is one of the most well-rounded EVs I’ve driven recently. While some people have criticized its looks, everyone I’ve talked to has been impressed by the cabin. It’s the kind of interior you’d expect in a car with a price tag well into six figures, and the smooth, polished driving experience only adds to the appeal. It’s a noticeable upgrade over the Polestar 2 and definitely deserves a spot on the short list for anyone in the market for an EV.

Photos Brad Anderson/Carscoops

The reception to the all-electric Dodge Charger Daytona has been, well, less than enthusiastic. Critics have pointed out that it’s too heavy, too bulky, and, frankly, feels somewhat half-baked. To top it off, it doesn’t set your pulse racing the way the classic V8-powered Challenger did. Things have gotten so rough that Dodge has decided to pull the plug on the base Daytona R/T for the 2026 model year, leaving only the Scat Pack as the remaining option.

Read: You Aren’t Buying It, So Dodge Is Killing The Electric Charger Daytona R/T (Update)

So, how does the Charger Daytona Scat Pack stack up against the competition? Edmunds recently put it head-to-head with one of the best value-for-money electric performance cars around right now, the Tesla Model 3 Performance, in their U-Drag race.

Edmunds’ U-Drag Race pits two cars against each other in a straight-up test of acceleration and handling, with real-world drag racing and tight cornering on display. It’s a test of how these cars actually perform when pushed to their limits.

Price Gap: More Than Just a Numbers Game

Let’s talk numbers for a moment. The Tesla comes in at a much lower price, $56,630 with destination charges included, while the Charger Daytona Scat Pack starts at $70,190 with no options. Add in a few optional features, and that gap widens to nearly $28,000. Both cars qualify for the $7,500 federal tax credit. But let’s not get distracted by the price just yet; it’s time to talk performance.

Tesla’s Clear Edge in Acceleration

Accelerating away from the line, the Model 3 Performance has the clear advantage. Tesla says its twin electric motors combine to produce 510 hp and 554 lb-ft (751 Nm), whereas Dodge says the Charger Scat Pack is good for 670 hp and 627 lb-ft (850 Nm). On paper, it’s a tight match. The more powerful Dodge claims a 0-60 time of 3.3 seconds, while Tesla states the Model 3 Performance hits 60 mph with a rollout in just 2.9 seconds.

In reality, not only does the Tesla easily pull away in both races, but even as the speeds exceed 60 mph, it continues to stretch ahead, arriving at the braking point well ahead of the Charger. In the first race, the driver of the Dodge was able to close the distance under braking, but the Model 3 handles better and performs a tighter and quicker U-turn, thanks in part to its more neutral handling, the reviewers note.

During its tests, Edmunds recorded a best 0-60 mph time in the Tesla of 3.1 seconds and 3.7 seconds for the Dodge. The Model 3 then stormed down the quarter mile in 11.3 seconds at 122.1 mph (196.4 km/h), compared to the 12.0 seconds of the Dodge at 118.7 mph (191.0 km/h). Interestingly, the Charger had the advantage in lateral grip, pulling a peak of 1.19G compared to the Tesla’s 1.13G. But, that wasn’t enough to make up for its slower acceleration.

The Ioniq 9 may have only just launched in America this month, but Hyundai is already moving quickly to attract attention and drive foot traffic to its dealerships. To spark interest, the automaker is offering some very competitive leasing and financing deals, providing potential buyers with a strong incentive to consider the brand’s first-ever three-row electric SUV.

Several trim levels of the Ioniq 9 come with up to $13,000 in lease cash that discounts the MSRP, available for those who opt for a 36-month lease. This makes it possible to drive away in a rear-wheel-drive Ioniq 9 S for as low as $419 per month.

Read: Hyundai’s Ioniq 9 Is Pricier Than EV9 But More Miles May Just Sell It

Before you get too excited, though, the devil is in the details. Hyundai also requires a $4,999 down payment, which raises the effective monthly payment to $558. Even so, this still seems like a solid deal, especially when you compare it to the $662 monthly payment for a Toyota Highlander XLE Hybrid, according to CarsDirect.

For those not keen on a three-year commitment, a 24-month lease is also available, though the lease cash decreases slightly, ranging between $10,000 and $11,000 depending on the model.

If leasing isn’t ideal, Hyundai offers two appealing financing options. Customers can opt for a 1.99% financing rate, or a 5.99% rate that includes a $5,000 bonus. Additionally, the Ioniq 9 qualifies for the full $7,500 federal EV tax credit, meaning total savings could reach up to $12,500. For some buyers, this could bring the cost of financing a brand-new Ioniq 9 down to $48,000.

All versions of the Ioniq 9 come equipped with a large 110.3 kWh NMC lithium-ion battery pack. The base model gets a single 215 hp electric motor at the rear axles and has a quoted range of 335 miles or 539 km. Sitting above this model in the range is the Ioniq 9 AWD SE with 303 hp and 320 miles (515 km) of range.

Hyundai is also offering three versions of the flagship Ioniq 9 Performance, each delivering 422 horsepower and a range of 311 miles (500 km).

In the wake of the US-China trade war, Tesla temporarily halted shipments of parts from China to the US. However, with both countries now agreeing to a 90-day truce and significantly reducing their respective tariffs, Tesla is looking to resume the import of critical components from China. Elon Musk may want to keep this news under wraps from President Trump, though, as his stance on tariffs is far from favorable.

Read: Tesla’s CyberCab Promises 300-Mile Range with Surprisingly Small Battery

An unnamed inside source told Reuters that Tesla will start shipping Cybercab and Semi parts from China at the end of this month. The electric automaker will reportedly start trial production of the Cybercab in October before moving ahead with mass production in 2026. Tesla has grandiose ambitions for the Cybercab and is betting on hundreds of thousands of units being sold in the US, forming the core of its long-awaited robotaxi service.

As the electric car maker gears up for production, many details about the Cybercab remain under wraps. What is known, however, is that the vehicle will be a compact, two-seater, completely eliminating the traditional steering wheel and pedals. Tesla is keeping specifics to a minimum, but early reports suggest the Cybercab will feature a battery pack smaller than 50 kWh, yet still offering an impressive range of approximately 300 miles (483 km).

Progress on the Tesla Semi

Production of the Tesla Semi officially began in late 2022, but progress has been slow. Full-scale production is expected to kick off next year at a new factory adjacent to the existing Gigafactory in Nevada, which will significantly expand Tesla’s production capabilities.

While Elon Musk and President Trump have found common ground on many issues in recent months, tariffs remain a notable point of disagreement. Trump has famously called tariffs “the most beautiful word to me in the dictionary,” yet Musk has long championed free trade. In fact, according to Reuters, he urged Trump to lower tariffs, though he ultimately left the decision in the President’s hands.

One of the unanticipated consequences of the tariffs was their negative impact on domestic production. Tesla’s CFO, Vaibhav Taneja, noted that the tariffs hurt the company’s US investments, as the company had to import equipment from China to expand its local production lines.

Earlier this month, a Chinese auto blogger named Zurich Bei Le Ye went viral after claiming that the all-electric Avatr 12 isn’t as aerodynamic as the carmaker would have you believe. According to Avatr, the car boasts a drag coefficient (Cd) of 2.1, but after running his own tests, the blogger came up with a much less flattering result: 0.281.

Apparently, Avatr didn’t take too kindly to this and responded in the most dramatic way possible, by organizing a live wind tunnel demo for all to see. But that’s not all. Now, the company is suing the blogger.

Read: Chinese Carmaker Faces Backlash After Viral Video Claims It Lied About EV’s Drag Coefficient

The original claim from Bei Le Ye quickly made its rounds on Twitter and even caught the eye of none other than Elon Musk, who shared the post with his usual flair. Avatr invited Musk to attend the live demonstration, but unsurprisingly, he didn’t make an appearance. What Avatr’s demo allegedly proved was that the sedan can indeed hit the claimed Cd, but only under very specific conditions. In other words, the numbers can vary. Who knew?

This is wild: Elon reposted my tweet yesterday, which caught the attention of Avatr. Today, Avatr officially invites Elon to witness the retesting of Cd. Here is the translation, including the invite: 😂

“Tesla founder Elon Musk
recently retweeted inaccurate information posted… https://t.co/43l4cL5CkG pic.twitter.com/hfdJviuAuL

— Ray (@ray4tesla) May 7, 2025

Wind Tunnel Showdown

During the live test, Avatr recorded a Cd of 0.2175 at 120 km/h (74.5 mph), using a production model equipped with side cameras rather than the traditional wing mirrors the blogger had tested. The switch to low-drag wheels, which Avatr offers as an option, kept the numbers looking good. But when they swapped those out for sport wheels, the Cd jumped to 0.2326 in the same test. Not a huge increase, but enough to make a difference.

The real drama unfolded when they threw the regular wing mirrors and raised the suspension into the mix. That brought the Cd up to 0.2509, still not far from the blogger’s result. The ultimate test, however, involved opening the Avatr 12’s front grille, which caused the Cd to climb to 0.2743. Not quite the 0.281 the blogger recorded, but close enough to make you wonder if there’s more to the story.

Shortly after Avatr’s live test on Weibo, the blogger published what was expected to be an apology video online. However, in the clip, he claimed that Avatr was using a prototype in its tests, and not a production car. Avatr denies this accusation and has filed a civil lawsuit against the man. It is seeking 10 million yuan or about $1.4 million at current exchange rates for economic and reputational damage.

Avatr Says It’s A Smear Campaign

According to CarNewsChina, Avatr suspects the blogger may be part of a larger “black PR” campaign against the firm. If you’re unfamiliar with the term, it refers to a type of corporate sabotage where companies hire operatives to spread negative information about their competitors.

With the Chinese car market growing more competitive by the day, Avatr claims this kind of dirty tactic is becoming more common. In response, the company is offering a reward of 5 million yuan ($694,000) to anyone who can provide information about the alleged smear campaign.

Despite the uncertainty created by newly imposed tariffs, sales of electrified vehicles are still surging, with BEVs (battery electric vehicles) and PHEVs (plug-in hybrids) flying off the lots in record numbers. And it’s not just North America leading the charge, as markets like China and Europe are seeing even more impressive growth.

As we reported last month, global sales of BEVs and PHEVs had already topped 4.1 million through the first three months of the year. Now, with April’s figures in, the total for the first four months stands at an impressive 5.6 million units, according to data from RhoMotion.

April alone saw 1.5 million electrified vehicles sold, marking a 29 percent increase compared to the same month last year. That said, it’s worth noting a slight dip of 12 percent from March, which might suggest that the initial rush to purchase before the full impact of tariffs hit has already cooled off.

Read: Electrified Sales Are Surging Globally But A Dark Cloud Is Gathering

Continuing to lead the charge was China. A total of 3.3 million BEVs and PHEVs have been sold this year, representing a 35% jump from last year. Sales slipped 9% in April compared to the month prior, but were up 32% compared to April 2024.

It’s worth noting that the US and China recently announced a reduction in tariffs, including eliminating some and suspending others for 90 days. However, this move primarily affects parts in the auto industry, as Biden’s previously imposed electric vehicle tariffs remains firmly in place.

Across the Atlantic, North America has seen steady, if not explosive, growth. Sales have reached around 600,000 vehicles this year, a 5% increase from last year. While we don’t have a breakdown for the US, Canada, and Mexico, it’s reported that sales in Mexico have nearly doubled year-to-date.

JAN-APR EV & PHEV SALES

After a rough 2024 for EV and PHEV sales in Europe, things are looking considerably brighter this year. In the first four months alone, sales have surged by 25%, reaching 1.2 million vehicles. BEVs are leading the charge, with a 29% increase in sales year-to-date, outpacing the 16% growth in PHEVs. Germany (+42%), Italy (+56%), Spain (+57%), and the UK (+32%) are all reporting significant increases in sales. However, France is still struggling, with sales down 14% so far this year, a decline largely attributed to cuts in consumer incentives.

As Charles Lester, Rho Motion’s data manager, points out, “Ongoing tariff negotiations are dominating talk in the electric vehicle industry, but quietly, domestic manufacturers in China and the EU continue to perform well and grow market share.”

The next iteration of the Xpeng P7, previously known under the internal code name E29. had landed. The first official images released by the Chinese automaker reveal a striking new sedan that looks far more distinctive than Xpeng’s current lineup, which is a refreshing change considering how many electric vehicles these days blend into the same uninspired mold.

Designed by Rafik Ferrag, who also crafted the original P7, the front end of this new model seems to borrow a bit of design inspiration from the Lamborghini Revuelto and the local Honda S7. The fascia is dominated by sideways Y-shaped daytime running lights (DRLs) and a thin light bar, with the main headlamps nestled just below it. We can also see that the Xpeng badge up front is illuminated.

Read: Only Four EV Brands Are Profitable And Two of Them Might Surprise You

The fastback-style shape of the P7 is hard to miss, and the retractable rear spoiler only adds to its dynamic appearance. At the back, thin LED strips complement the front lights, giving the car a unified, contemporary look. Xpeng described the new model as “a bold, emotional, and athletic 5-seater coupe that raises the bar in both aesthetics and performance.”

This model may also mark the debut of Xpeng’s new Kunpeng EV platform, which could have the versatility to support range-extender options, though the company has yet to confirm any technical details. For now, it’s expected that the P7 will launch exclusively as an EV, potentially offering power and range figures similar to, or slightly better than, the P7+. That could mean up to 466 hp (348 kW) with dual motors, and a CTLC range surpassing 435 miles (700 km).

While Xpeng hasn’t shared any official interior teasers yet, spy shots circulating in China suggest it will feature a large central infotainment screen, as well as light purple leather seats. The P7 may also introduce a simplified vision-based advanced driver assistance system, in contrast to other Xpeng models that include LiDAR technology.

Dimensions for the car have yet to be published, but it looks longer than a Tesla Model 3, even if the American EV will be one of its prime competitors alongside Xiaomi’s popular SU7. Autohome reports that it’s expected to be unveiled in the third quarter of the year during the Guangzhou Auto Show, but we should get to see it in better detail earlier than that, thanks to China’s trusty Ministry of Industry and Information Technology.

Pricing and Availability

At this stage, Xpeng is referring to it as the next P7, although Chinese media reports suggest the company has secured the “P7 Ultra” name. Regardless of the final name, the car is expected to go on sale toward the end of the year, with pricing anticipated to be similar to the current model, which starts at around 250,000 yuan (roughly $35,000). That’s slightly higher than the entry-level Tesla Model 3, which begins at 215,900 yuan.

Porsche’s decision to create all-electric versions of the 718 Boxster and Cayman was bound to trigger some strong opinions among enthusiasts, but the controversy doesn’t stop there. Porsche’s ambitious EV project has already encountered a string of significant obstacles. Not only are they struggling to replicate the driving dynamics of the gas-powered models, but a new report reveals that the electric versions have been pushed back for a second time.

Read: Porsche Changes EV Plan, Will Give Electric Models ICE Powertrains Too

The original plan was to unveil the electric Boxster and Cayman in 2026, but Porsche’s CEO, Oliver Blume, recently admitted that the company is facing major difficulties sourcing the high-performance battery cells needed for these cars. A big part of the problem stems from the unexpected bankruptcy of Swedish battery manufacturer Northvolt late last year, which has only complicated Porsche’s EV ambitions.

A Disrupted Timeline

European sales of the current 718 duo were abruptly cut off in mid-2024, thanks to a run-in with new cybersecurity regulations. While the cars are still available in other markets, including North America, Automobilwoche reports they will be discontinued by the end of 2025.

Porsche had originally planned to launch the electric versions in 2026, allowing them to seamlessly replace the internal combustion engine models. However, that timeline is now in disarray, meaning Porsche might face a gap of a year or more without any Boxster or Cayman in their lineup, with the new launch window now stretching into 2027.

More Battery Issues

Porsche 718 EV prototypes (Photos Baldauf)

This is far from the only battery-related issue Porsche is facing. In June 2021, it founded the Cellforce Group to develop and manufacture battery cells, establishing a site near Tubingen, Germany, but because of difficulties from competing with rivals from Asia, it’s unlikely Cellforce will get the outside investment needed to start production. As such, its “cells will likely never find their way into the sports cars from Zuffenhausen,” the German outlet reports.

To avoid putting all its eggs in one basket, Porsche took the step of acquiring a majority stake in Varta’s e-mobility battery unit back in March, hoping to secure a more reliable supply of high-performance cells. Still, it’s clear that these supply chain issues are adding unwanted complexity to the company’s EV transition.

A Delayed SUV and a Shift in Strategy

It’s not just the electric Boxster and Cayman that are impacted by the battery chaos. Porsche has spent several years working on a three-row electric SUV known internally as the K1. It was initially going to be launched in 2027, but has reportedly been delayed until the end of the decade.

Wolfburg Research analyst Fabio Hölscher believes Porsche may have overcommitted to its electrification plans too soon. “Porsche‘s original model portfolio plans are what currently amplifies these market-driven setbacks,” he told Auto News.

“Because the battery electric adoption is behind schedule, Porsche now has to develop additional combustion models on top of dealing with the costly delays in BEV ramp-up, as well as managing the weak situation in China and uncertainty around U.S. exports,” he added.

Porsche had initially set a goal for 50% of its sales to come from BEVs and PHEVs by 2025, with the aim of reaching 80% BEV sales by 2030. However, the company has since scaled back those targets and is working on new combustion powertrains. There’s even talk that the electric Boxster, Cayman, and K1 might eventually be designed to also accommodate internal combustion engines, just in case the market demands it.