CATL wants to have 1,000 stations in 31 cities across China by the end of this year.
In just 100 seconds, EV drivers can swap batteries, beating traditional charging times.
Each of the new ‘Choco-SEB’ battery stations can handle up to 822 swaps per day.
Tesla might have been the first automaker to flirt with the concept of battery swapping stations for its EVs, but it’s China’s top car manufacturers that have fully embraced it, running miles ahead of the competition. Nio is currently leading the charge in battery swap tech, with thousands of stations scattered across China and even a few popping up in Europe. Soon, battery-swapping will become even more commonplace in China.
Just this week, Changan Automobile rolled out the first 1,000 units of its Oshan 520 sedan. Built with local taxi services in mind, these cars are significant for one reason: they’re the first to use CATL’s new Choco-SEB swappable battery packs.
What really steals the show here is the speed—these batteries can be swapped out in just 100 seconds at specialized stations that are about to become a common sight across China. Chongqing already boasts 34 Choco-SEB swap stations, and by 2025, CATL plans to have 1,000 of these stations spread across 31 cities.
CATL, which just so happens to be the world’s largest EV battery supplier, has inked deals with GAC, Chery, Nio, SAIC, FAW, BAIC, and others to build EVs with these new battery packs. This means vehicles from all those brands will be able to use CATL’s swap stations, which can handle 822 swaps each day each.
As for the Oshan 520, it’s got a modest 56 kWh battery, offering a respectable range of up to 515 km (320 miles). At a starting price of 166,890 yuan (around $23,100 at current exchange rates), it’s relatively affordable for the average Chinese driver.
The real benefit, though, lies in the battery swap tech. Taxi drivers, for example, can skip the agonizing wait at a high-speed charger and swap batteries in just 100 second. That’s faster than it would take to fuel up a traditional gas-powered car. In a world where time equals money, this is a huge win.
A slew of other Chinese EVs have already been confirmed to support the Choco-SEB battery system. These include the new GAC Aion S, Hongqi E-QM5, SAIC Roewe D7, BAIC C66, Wuling Bingo, Wuling Starlight, SAIC Rising R7, SAIC Maxus Mifa 9, and the SAIC Maxus Dana. So, it looks like swapping batteries is going to be the norm, at least for China’s EVs, in the very near future.
Self-driving system navigates narrow mountain trail deep in rural China.
At one point, the Model Y accelerated to 28 km/h on the dirt cliffside road
Tesla likely never envisioned Full Self-Driving being used on trails like this.
Even with regulatory hurdles slowing things down, Tesla’s Full-Self Driving (Supervised) system continues to garner attention, especially when it’s doing things most people wouldn’t expect from an EV. While the company’s rollout in China hit a temporary pause in late March, a few new videos are making the rounds online, showing just how far Tesla’s driver assistance tech can stretch when given a tough challenge.
Two clips in particular stand out. In them, a Model Y is seen navigating a narrow, winding mountain trail, exactly the kind of terrain you’d normally reserve for a rugged 4×4, not a tech-heavy crossover on road tires. Yet here it is, confidently, or at least convincingly, working its way along dirt paths where it arguably has no business being.
Originally posted to Chinese social media platform Douyin, the footage has since made its way to other platforms, giving a clearer look at how FSD (Supervised) handles unpaved, unpredictable conditions. The video includes both interior shots and wide angles from a 360-degree camera mounted at the back of the vehicle.
Tight Trails, Nervous Hands
With the FSD system enabled, the Tesla can be seen navigating its way along the dirt path with surprising accuracy. The central touchscreen shows that the camera-based system is able to see where the trail goes and keeps the Model Y well-positioned on the path, avoiding falling down the cliff or hitting any of the nearby trees. Admittedly, it seems like a very stressful experience for the guy behind the wheel, who can be seen positioning his hands just above the yoke, ready to take over at a moment’s notice.
The second clip from the same video is a little more precarious. As the Model Y continues to work its way up the dirt road, the FSD system fights to keep the car centered, hitting the brakes at random times. At one stage, it begins to quickly accelerate, hitting 28 km/h (17.3 mph) on the tiny path, jumping over bumps in the road, but, remarkably, not crashing spectacularly.
Several other Tesla owners in China have also put FSD through its paces in recent months. In early March, the owner of a white Model X tested out the system along several narrow mountain roads before heading onto city streets and large highways.
To be clear, this isn’t what FSD is built for. Tesla didn’t design the system to go off-roading, and it was never advertised as capable of handling terrain like this. Yet that hasn’t stopped owners from putting it to the test, and for now, the software seems to be holding up. That said, it does raise some obvious questions about liability, overconfidence, and what happens when things don’t go quite as smoothly.
This is by far the craziest FSD footage I’ve seen in China, including narrow and steep mountain roads, city streets so tight only one car can pass, highway toll booths, and rural areas. How amazing FSD does.
The Cybertrucks will be deployed across tourist hotspots during the World Cup.
These are believed to be the first Tesla Cybertruck police vehicles in the country.
Police in Texas announced earlier this year they will soon receive 10 Cybertrucks.
With just over a year until the 2026 FIFA World Cup kicks off in the United States, Canada, and Mexico, authorities in the Mexican state of Jalisco are already gearing up for the massive soccer event. They’ve recently added three specially outfitted Tesla Cybertruck patrol vehicles to their fleet, which will be deployed in high-traffic tourist areas during the tournament.
One of these Cybertrucks was recently taken out onto the local city streets and tailed by a pair of F-Series trucks that police are also using. The local mayor, Pablo Lemus Navarro, is keen to maximize safety during the World Cup, although the expensive purchases do seem to have upset some locals.
The Tesla truck rocks a matte black wrap complete with all the necessary police livery. Flashing red and blue lights have also been neatly incorporated into the front and rear bumpers, as well as the side skirts. Local police have yet to release any photos of the Cybertruck’s cabin, but it’s likely also been modified with all the necessary equipment needed to patrol the streets and target criminals.
These Cybertrucks form just a small part of a much larger fleet of new vehicles that the state is introducing.
Governor Navarro has big plans to improve security in the region ahead of the World Cup. “We also need to work a lot on the perception of security; we are going to deliver 678 patrol cars for the State Police, State Highway Police, and State Police, including some ‘Black Mambas,’ which are this kind of tanks,” he said.
Mexico isn’t alone in adopting the Cybertruck for law enforcement. Earlier this year, Las Vegas announced it would receive 10 of the trucks, thanks to an anonymous donor. Some of these will be put into service with SWAT teams, while others will simply patrol the streets. Who knows? Maybe other cities will soon follow suit.
The 2026 World Cup is set to run from June 11 to July 19 across 16 host cities in the US, Mexico, and Canada, featuring 48 teams. While Jalisco’s decision to roll out high-tech, bulletproof Cybertruck patrol vehicles might look impressive on paper, it also raises questions about whether this extravagant spending is really the most effective use of resources for an event of this scale.
@prensaxtremard El Gobierno de Jalisco presentó esta semana las nuevas patrullas Tesla Cybertruck, blindadas con acero grado balístico y equipadas con inteligencia artificial, cámaras 360°, conexión en tiempo real con centros de mando y acceso directo a bases de datos de órdenes de aprehensión. Estas unidades, capaces de resistir impactos de alto calibre, formarán parte del operativo especial de seguridad previo al Mundial 2026, que tendrá a Guadalajara como una de sus sedes. Además del uso de tecnología de punta, se anunció la instalación de 1,500 nuevas cámaras de videovigilancia en más de 300 puntos estratégicos del estado, incluyendo carreteras hacia Guanajuato, Colima y Michoacán. También se sumarán 678 nuevas patrullas. Para seguir informado, síguenos en #rotativodemexico 📰🌐 #Jalisco#Cybertruck#Tesla#Mundial2026#Seguridad#Guadalajara#Tecnología#FIFA2026♬ sonido original – PRENSA XTREMA RD ✅️
Alfa Romeo had planned to begin production of the all-new Stelvio later this year.
it now faces delays due to hybrid development and internal combustion engine issues.
After the SUV, the Italian brand will release the successor to the Giulia sports sedan.
Alfa Romeo’s future plans may not be as smooth as the curves of their cars. While the Giulia and Stelvio as we know them are on their way out, their successors are already in the works. Originally, Alfa planned to go all-in on electric for the new models, but earlier this year, they backpedaled, announcing that hybrids would also be part of the package. Sounds like good news, right? Well, not so fast, as this shift in strategy might have led to delays for both models.
The original plan was to debut the next-generation Stelvio this year, start production by the end of 2025, and then roll it out in 2026, with the Giulia following closely behind. However, according to reports from Italy, the decision to offer combustion engine variants has thrown a bit of a wrench into those plans.
The Delay Dilemma
While speaking with Al Volante, Alfa Romeo CEO Santo Ficili confirmed that work on the new Stelvio and Giulia is still moving forward. “As you know, we had gone in the direction of having only electric cars, but now we have to develop some thermal motors too. So, we are defining the timeline,” he said. When asked whether the two models would be ready for a 2026 launch, Ficili gave the most reliable answer a CEO could provide: “We will let you know.”
Official patent drawings of the new Alfa Romeo Stelvio.
And Ficili isn’t the only one hinting at a potential delay. Mirko Marsella, the head of the metalworkers’ union at the Cassino plant (where these cars are being built), says the lines are all set for the new models, but the cars themselves are still a work in progress. In other words, they’re ready to assemble them, but the actual product is missing in action.
Hybrid Hiccups
As Al Volante reports, the big stumbling block seems to be the plug-in hybrid powertrains, which have reportedly given Stellantis engineers some trouble finding a workable solution within the STLA Large platform. While this platform is primed for the 3.0-liter Hurricane turbo engine, to be used in the ICE Dodge Charger, Alfa plans to use a 4-cylinder engine for its mainstream models, a configuration no other Stellantis brand has yet adopted for the STLA Large. This, of course, means a lot of development work that can’t be rushed.
Additionally, union representatives at the Cassino plant have confirmed they’ve been briefed on the situation, stating that, as of now, there is no pre-series model fitted with internal combustion engines.
Stellantis Shuffles Italian Plans
As Carbuzz pointed out, Stellantis has also acknowledged the delays, confirming to Gazzetta that its Italian plans are being revised due to a combination of market conditions, EU regulations, and, of course, tariffs. The company is evidently recalibrating in response to the shifting landscape.
We know that the two models will share the same STLA Large platform, also used by vehicles including the Dodge Charger and Jeep Wagoneer S. This platform is versatile enough to support both hybrid and electric models, though details on how much power the new Stelvio and Giulia will produce remain scarce. There have been whispers that high-performance Quadrifoglio models could generate nearly 1,000 horsepower in their electric form, but until we see the final specs, it’s anyone’s guess.
2026 / 2027 Alfa Romeo Stelvio illustration by Kolesa.
Tesla adds faux suede dashboard upgrade to Model 3 and Model Y via online store.
Previously exclusive to Model Y Launch Series, the trim is now available for all buyers.
It costs $250 in US and $345 in Canada with installation included at service centers.
Tesla’s interiors have always marched to the beat of their own drum – spartan, screen-centric, and unapologetically minimal. If you were holding out for plush armrests and quilted leather seats, well, you were looking at the wrong brand. That said, a little upgrade has quietly slipped onto the scene, and it might just take the edge off that utilitarian vibe.
While the Model 3 and Model Y remain solid choices in the EV market, they’ve never been praised for luxurious cabins. Tesla has always leaned hard into simplicity, choosing clean lines and uncluttered surfaces over traditional comfort cues. But now, there’s a small step toward softness: a new interior option that adds a touch of upscale texture.
Recently added to the Tesla Shop is a piece of 100% vegan suede finished in black that can be added to the dashboard of the two models. This trim sits behind the steering column and the central infotainment screen, promising to add a nice area of soft-touch material and a slightly more premium feel.
The Tesla Model Y Launch Series actually launched with this same piece of vegan suede trim, but it’s only now available across the rest of the 2024+ Model 3 and 2025+ Model Y line-up. It costs $250 in the US and $345 in Canada and can be added to newly-ordered vehicles and fitted at a Tesla Service Center. Current owners can also order the trim and have it installed at a service center, with fitting costs included in the price.
Typically, this part of the dashboard is wrapped in a standard textile, functional, but far from upscale. The new material is a simple tweak, but for a brand that rarely goes in for interior frills, it stands out. Sort of.
Leasing Deals Too
This month, Tesla has also launched some tempting new US leasing deals for the updated Model Y. It’s now possible to lease a Long Range RWD for $491 a month on a 36-month, 10,000-mile-per-year lease before taxes and fees. Importantly, this deal doesn’t require a down payment. State EV incentives can reduce the lease to under $400, depending on where you live.
For those who’d prefer to finance a new Model Y, Tesla has you covered, too. The Long Range All-Wheel Drive is available with an APR of 1.99%, but does require a down payment of 15% in addition to applicable taxes and fees.
Peugeot will revive the GTi moniker in a hotter version of the E-208 small hatchback
The model could borrow bits from the Abarth 600e and the Opel Mokka GSE SUVs.
Peugeot hasn’t had a GTi in its line-up since the previous generations 208 and 308.
There’s still life in the hot hatch world, and Peugeot isn’t letting electrification dull its edge. The brand is bringing back the GTi badge, and this time, it’s going on an EV.
Peugeot has confirmed it will launch a GTi version of the all-electric E-208, marking the return of its storied performance line. The new hot hatch is set to make its debut at the 24 Hours of Le Mans on June 13, and it could pave the way for future GTi variants across the French automaker’s lineup.
The E-208 GTI will be the automaker’s first performance-focused electric vehicle and targets buyers who want something engaging to drive. Peugeot boss Alain Favey said relaunching the GTi brand will help it “reconnect” with its past and history while also establishing a link between its road cars and its involvement in the World Endurance Championship.
“I’m in a position to confirm that we will reintroduce the GTi on the E-208 as soon as possible,” Favey told Autocar. “We’ve made the decision that Peugeot GTi will be reintroduced. We want to continue to nurture the reputation of the brand for driving sensations and the fact that our cars produce particular driving sensations, either as a driver or as someone that is being driven in the car.”
The return of the GTi will effectively replace the short-lived Peugeot Sport Engineered (PSE) badge. The latter was only applied on the 508 in sedan and SW forms, despite initial plans of an entire lineup of electrified performance variants.
The GTi version of the E-208 could borrow powertrain components from the Abarth 600e, Alfa Romeo Junior Veloce, and the upcoming Opel Mokka GSE. The mechanically-related SUVs generate from 237 hp (177 kW / 240 PS) up to 278 hp (207 kW / 280 PS) from a single electric motor. Power is transmitted to the front wheels with the help of a limited-slip differential.
Given that the Peugeot E-208 is a bit smaller and lighter, it should be pretty nippy, perhaps capable of hitting 60 mph (96 km/h) in less than 6 seconds. The model will most likely benefit from styling and chassis upgrades, communicating its sporty character.
Favey added that, apart from the E-208, Peugeot will consider launching a new combustion-engined GTi if that’s what customers want.
“We will start with the 208 and [are] definitely listening to your inputs, or what our customers will say as well,” he said. “We don’t exclude that there might be other executions of the 208 GTi under the GTi badge, but for today there’s absolutely nothing planned in that sense.”
The YU7’s massive aluminum clamshell hood spans nearly 34 square feet in total.
Xiaomi has confirmed three versions of the SUV, with single- and dual-motor options.
Pricing for the all-electric model that rivals Tesla’s Model Y will be revealed in July.
Xiaomi clearly decided that making one of the fastest and most powerful EVs on the market wasn’t enough. Earlier this month, the company launched the long-awaited YU7, its second model and first-ever SUV, following the SU7. While it shares many design elements with the sedan, the YU7 is larger and packed with its own unique features. And, just to top it off, it also boasts the largest clamshell hood on any production car currently on the market.
New details from China reveal that the YU7’s massive clamshell hood spans a hefty 3.11 square meters (33.5 square feet or 4,820 square inches). That’s a solid jump over the Genesis G90’s impressive 2.6 square meters (28 square feet or 4,030 square inches). Just what the EV world was missing, a full-blown hood-measuring contest.
Normally, a hood as big as the YU7’s should weigh a lot. But, instead of steel, Xiaomi has made it out from aluminum and, thus, reduced its weight by half. Despite its lightweight construction, though, it still needs to be supported by a pair of massive struts just to keep it from collapsing like a flimsy lawn chair.
Beneath all that metal, the YU7 houses a 141-liter (4.9 cubic-foot) storage compartment, or “frunk” if you want to get technical. It’s not the biggest frunk in the EV world, but it’s decent enough. However, there’s a little mystery here, as it’s unclear if this is the frunk for the single, rear-wheel drive model, or if it’s also present in the two dual-motor, all-wheel drive versions.
Xiaomi / Autohome
One of the most interesting features of the YU7 is the narrow, 43.3-inch HyperVision Panoramic display that’s positioned at the base of the windshield. It includes all important car information and a multi-media screen in front of the passenger. BMW is also working on a similar panoramic display, but its solution has yet to grace a production model.
Entry-level versions of the YU7 use a 96.3 kWh battery pack. The base model pairs this battery with a 316 hp and 389 lb-ft (528 Nm) motor that drives the rear wheels, while the mid-level YU7 gets all-wheel drive thanks to its two motors producing a combined 489 hp and 509 lb-ft (690 Nm). Meanwhile, the flagship YU7 Max uses a 101.7 kWh battery and two motors with a total of 681 hp and 639 lb-ft (866 Nm). There’s no word on whether the YU7 will also get a 1,526 hp Ultra version like its sedan sibling.
The YU7 is set to launch in China this July, with Xiaomi promising to share more details at that time, including pricing and any plans for availability outside its home market.
DeLorean plans to build 4,000 Alpha5 EVs with a reservation system based on NFTs.
Interested customers must purchase a $2,500 NFT to reserve their Alpha5 build slot.
Final pricing and specifications for the electric sports car are still to be confirmed.
The all-electric DeLorean Alpha5 has been a long time in the making, and it’s finally getting closer to production. However, if you’re looking to pre-order one, you’ll have to jump through a few hoops, and specifically, purchasing an NFT to secure an allocation.
It’s hard not to question the logic of turning NFTs into the key to securing an electric car, especially since the company hasn’t even delivered a single vehicle yet or shown the car in its final production form, but here we are.
It’s important to note that the Alpha5 is built by a company known as DeLorean Motor Company, which, confusingly, has absolutely no connection to the original company that built the DMC-12. Indeed, it grew out of a DeLorean parts and service business. So, while the name might bring up nostalgic memories of the ’80s and time travel, the company itself doesn’t have a history of manufacturing cars.
Nevertheless, the company has established an odd reservation system for the Alpha5, which will be capped at just 4,000 units. DeLorean has launched an online marketplace, where customers will need to pay $2,500 to secure a ‘Build Slot NFT,’ which will be assigned to a random build slot number. But the process is a little more complex than that.
First, you have to set up a digital Slush Wallet, then purchase the NFT using DMC or USDC, which are two cryptocurrencies based on the Sui blockchain. Once that’s done, you can secure your Alpha5, or if you change your mind before the car is even built, you can try to resell the NFT on DeLorean’s platform. As of now, only six Build Slot NFTs have been purchased, so good luck getting in early.
As for the actual car? Well, it seems to be a work in progress. Final pricing details for the new DeLorean have yet to be announced, and the specifications have not been finalized either. When first presented as a prototype three years ago, DeLorean said the Alpha5 would feature two electric motors, allowing it to hit 60 mph (96 km/h) in 2.99 seconds. DeLorean had also promised 300 miles (483 km) of driving range and a 100 kWh battery pack.
The new P7 will be offered with LFP and NMC battery packs in China.
Buyers will get to choose between 20- and 21-inch alloy wheels.
High-performance models get orange Brembo brake calipers.
New details have emerged about the next-generation Xpeng P7 sedan, and contrary to earlier reports, it’s more powerful than its predecessor. With a fresh design that channels Lamborghini vibes, the 2025 P7 is not just a visual upgrade; it also promises improved performance. Unfortunately, it’s a China-exclusive, meaning the US won’t get to experience it firsthand.
The Chinese Ministry of Industry and Information Technology has revealed that several powertrains will be offered for the new P7. Hidden beneath the sultry bodywork of the standard model will be a rear-mounted electric motor that produces 363 hp. It’ll receive its juice from an EVE Energy-sourced lithium iron phosphate battery, although its capacity remains unknown.
For those who want more range, there’s a single-motor, long-range version. It also packs 363 hp but is equipped with a larger NMC battery from CALB.
Chinese customers looking for the ultimate in performance can opt for the new dual-motor model. It retains the 363 hp rear motor, but adds a 223 hp unit to the front axle, resulting in a combined output of 586 hp. It also gets an NMC battery from CALB and comes standard with beefed-up brakes that include orange Brembo calipers.
New data also reveals Xpeng will sell the new model with 20- and 21-inch wheels with 245 mm front and 275 mm rear Michelin Pilot Sport EV tires. Three different wheel designs have also been previewed, all of which are quite striking. We can also see that the P7 will be available with several forged carbon fiber elements, including the wing mirrors and small panels behind the front wheels.
The new P7 measures 5017 mm (197.5 inches) in length, 1970 mm (77.5 inches) in width, and stands 1427 mm (56.2 inches) tall. The wheelbase stretches to 3008 mm (118.4 inches), which should translate to plenty of interior space. Its curb weight comes in at 2090 kg (4600 lbs).
Xpeng is expected to unveil the new P7 at the Guangzhou Auto Show in the third quarter of the year. Unfortunately, unless you’re in China, don’t expect to see it in your market anytime soon.
PROS ›› Unique styling, premium interior, brand cache CONS ›› Pricey, no LiDAR, inefficient, poor range
Electric vehicles aren’t just the future anymore. They’re the present. And as the segment matures, more legacy carmakers are betting big on designs that challenge their own history. That’s exactly what Lotus has done with the Eletre, an electric SUV that still has purists in a mild existential crisis.
It’s been almost three years since the world first laid eyes on the all-electric Lotus Eletre and still, people are up in arms about it. “How dare a brand focused on lightweight sports cars like Lotus launch a heavy SUV?” they say. “Colin Chapman would sure be turning in his grave.”
It’s not hard to see where they’re coming from. Since its inception, Lotus has produced some of the finest, driver-focused sports cars ever made, and the Eletre marks a dramatic departure from this ethos. However, enthusiasts were also lamenting the end of “real” Porsche when it introduced the Cayenne back in 2002; however, nowadays, many of those 911 purists who hated on it back in the day probably now own one as their daily driver. Not to mention that its success gave Weissach the funds it desperately needed to keep its iconic sports car alive and kicking.
In much the same way, to instantly write off the Eletre simply because it’s not a lightweight sports car worthy of the Lotus badge would be to ignore one of the very finest luxury SUVs on sale, and after recently living with one, we’re happy to accept it as an important part of Hethel’s family. Naysayers may complain all they want but the times, they are a changin and those who don’t adapt and evolve are destined to die.
QUICK FACTS
› Model:
2025 Lotus Eletre S
› Starting Price:
AU$229,990 (~$148,900)
› Dimensions:
5,130 mm (201.9 in.) Long 2,019 mm (79.4 in.) Wide 1,636 mm (64.4 in.) High 3,019 mm (118.8 in) Wheelbase
› Curb Weight:
2,595 kg (5,720 lbs)*
› Powertrain:
Dual electric motors / 112 kWh battery
› Output:
603 hp (443 kW) / 524 lb-ft (710 Nm) combined
› 0-62 mph
4.5 seconds*
› Transmission:
Single speed
› Efficiency:
21.4 kWh/100 km as tested
› On Sale:
Now
*Manufacturer
SWIPE
Photos Brad Anderson/Carscoops
The Eletre didn’t really come out of nowhere as most people may think. At the 2006 Geneva Motor Show, Lotus unveiled the APX concept. It was its first attempt at testing the waters for an SUV and, although it never made it to production, the British brand knew the potential such vehicles had. However, it wasn’t until the brand became majority-owned by Geely that efforts to launch such a model really started in earnest.
Three different versions of the Electre have been introduced, starting with the base model, and growing to include the S and the R. All use the same 112 kWh lithium-ion battery pack, and the base and S models have a pair of electric motors delivering 603 hp (443 kW) and 524 lb-ft (710 Nm). The flagship R ups the ante significantly, churning out a monstrous 905 hp and 726 lb-ft (984 Nm) of torque. We tested the Eletre S, priced from AU$229,990 ($148,900) in Australia. This tag positions it nicely between the base model starting at AU$189,900 (~$122,800) and the R that tops out at AU$279,990 (~$181,100).
You don’t need us to tell you that this is, indeed, a lot of money. However, the Eletre doesn’t really have any direct rivals. Yes, Mercedes-Benz has the AMG EQE53 and BMW the iX M60 (soon to be facelifted and renamed the M70) but neither is quite as special as the Lotus. They also do not come close to matching the Eletre’s performance. To match that, you’ll need to cough up over AU$400,000 (~$259,000) for a Lamborghini Urus.
All versions of the Eletre are all based on an 800-volt electrical architecture and support 350 kW DC fast charging. They also come as standard with an adjustable air suspension, Continuous Damping Control (CDC) dampers, torque vectoring by braking, and flamboyant exterior and interiors that cannot be matched by anyone but the Italians.
A World-Class Interior
The cabin of the Eletre is really beautiful, and that’s not something that can be said about many interiors on the market, let alone for an SUV. Sure, many are functional and feature premium materials and all sorts of equipment – but the Lotus just makes you feel special.
First is the steering wheel. In photos, the shape may look a little odd and appear a little over-the-top, but in person, it looks like an expensive piece of jewelry. It’s perfectly sized and clad in plush grey leather with a metallic 12 o’clock mark. On each side of the wheel are rocker switches that are used to operate most functions, like music settings and the driver-assistance systems. Although they do take some time to get used to, once they do, they become second nature.
Not everything is perfect, though. Many cars, even EVs, have paddle shifters behind the wheel but, in the Eletre the left one adjusts the level of brake regeneration, while the right is used to toggle between the different drive modes. Much like the Brabus Smart #3 we drove a few months ago, the digital gauge cluster is limited to a thin 12.6-inch display incorporated into the dashboard. It’s not particularly fancy and does feel like a bit of an afterthought. Other important driving details can be shown on the 29-inch head-up display.
Photos Brad Anderson/Carscoops
Even so, the top of the dash looks like a piece of art with separate panels on the driver and passenger sides, joined together by intricate (and infinitely configurable) ambient lighting. A large 15.1-inch infotainment display then catches the eye. Much like a Tesla and many other EVs that followed its lead, the software operates in a similar fashion to a tablet. It runs on not one but two Qualcomm Snapdragon 8155 chipsets and utilizes Unreal Engine 5, resulting in staggeringly detailed graphics and response times. Simply put, it’s the most seamless infotainment system I’ve ever used.
That being said, it can be a little overwhelming to start with. The number of settings and menus is bewildering and may put off some less tech-savvy buyers. However, after spending a little time with it, it feels very natural. All climate settings are on the screen, as are controls for the ventilated, heated, and massaging front seats, while both wireless Android Auto and Apple CarPlay are supported, and they work seamlessly.
Lotus’ attention to detail also has to be applauded. Virtually every part of the cabin is clad in expensive-looking leather or Alcantara, giving the Eletre a very premium feel. We particularly liked the brass-colored shifter and temperature controls, as well as the exposed speaker grilles on the front doors, and the small screen on the passenger side is also a nice touch.
One thing that did concern as is the seat bolsters. As you’ll see in the image above, the driver’s side thigh bolster had some worrying signs of wear and deep creases in the leather, despite our tester being just a few months old. Then again, automotive journalists are not exactly known for being extra careful with the cars automakers hand over to them, and this particular example might have been used for other purposes, and by many people, too during its short life.
Space Is Not An Issue
Since this is definitely meant to be a family car, Lotus has paid attention to rear-seat passengers as well. The second-row seats are exceptionally comfortable and there’s loads of legroom and headroom for even taller occupants. Additionally, the backrests are electrically adjustable and offer heated and ventilated functions, both of which can be controlled via the touchscreen on the back of the center console. There’s also quad-zone climate control, meaning there’s not only four sections of the cabin that can be set at different temperatures, but the fan speeds can also be adjusted independently.
Photos Brad Anderson/Carscoops
Key features of the Electre S that aren’t found on the base model include illuminated metal tread plates, an active rear wing, soft-close doors, and a thumping 23-speaker KEF Reference audio system. It also comes with 22-inch wheels as standard, but can be optioned with 23-inch ones if you so desire. Additionally, the standard six-piston front brake calipers can be replaced with 10-piston ones and carbon ceramic discs. Black, white, gold, red, and green leather is also available for the cabin.
Cargo capacity is more than generous. There’s 688 liters (24.2 cubic feet) of space in the trunk, which grows to 1,523 liters (53.7 cubic feet) with the rear seats folded down. Lotus has also added a small storage area in the frunk, although it’s only large enough to fit a thick charging cable.
How Does It Drive?
Heading into my week with the Eletre, I wasn’t quite sure what to expect. Would it be boring to drive like most other EVs, or would it offer something different that the competitors don’t?
The first thing to surprise me was the acceleration. Ordinarily, EVs with this much performance stick you to the seatback the moment you hit the throttle. According to Lotus, the Eletre S only needs 4.5 seconds to hit 62 mph (100 km/h), but all the power and torque aren’t deployed instantly, meaning it launches off the line quite sedately. As the speeds start to build, so does the acceleration. It begins to pull noticeably harder after 90 km/h (56 mph), in a similar way to the Audi RS e-tron GT when it switches into second gear. Unlike the Audi, however, the Lotus only has a single-speed transmission, so it’s likely some software trickery that’s behind this surge in acceleration.
We suspect the Eletre R, with its 2.9-second 0-62 mph time, provides the same instant hit as comparable EVs. In the S, we matched the claimed 4.5-second sprint with a GPS timer, and the Lotus will happily repeat these times again and again even as the battery begins to drain.
Photos Brad Anderson/Carscoops
Lotus models have long been lauded for their precise steering, and we’re happy to report the Eletre steers like a Lotus should. Of course, there’s no hiding the fact that it weighs 2,959 kg (5,720 lbs), but you could be easily fooled into thinking that, while no Elise, it’s significantly lighter than that figure suggests. The steering is perfectly weighted, and the Eletre quickly responds to inputs, dancing around corners in a way that an SUV like this has no business doing.
No doubt aiding in the extraordinary handling is the fact that it has massive 275/40 Pirelli P Zero tires at the front and 315/35 ones at the rear. Despite driving as hard as I felt comfortable to on public roads, I couldn’t push the Lotus into any kind of understeer or oversteer – it always remained neutral and composed.
We’re more than pleased to report that the brakes are mighty. Even though our test car had the standard six-piston calipers rather than the optional ten-pots and carbon ceramic discs, it only needed 2.6 seconds to stop from 62 mph, the same time we recorded in a BMW M4 Competition. And it’s not just the stopping power that’s impressive, but also the way the brakes feel. They are smooth and predictable, and the changeover between the regenerative and friction braking is imperceptible.
Speaking of the regenerative brakes, several different levels can be toggled through the left paddle shifter. Unfortunately, there’s no one-pedal driving mode, which seems a little silly, as it’s something many much more affordable EVs offer. Lotus could have easily added it if it wanted, but for whatever reason, chose not to.
Several different driving modes are available, including Individual, Sport, Tour, Range, and Off-Road. All of these settings allow for individual adjustments of the air suspension and the ride height. Regardless of the ride height and the driving mode, the ride remains plush and comfortable, which is not something that can be said about many other big EVs like this.
Not All Is Perfect
One of the biggest talking points about the Eletre has been its use of several LiDAR sensors, including one that pops out of the roof and two that are deployed from the front fenders. In some markets, these are offered as standard, but in Australia, they are only available as part of the AU$8,000 (~$5,200) Highway Assist Pack, which Lotus tells us 20% of buyers are opting for. What’s frustrating is that vehicles without the LiDARs do not get any form of active lane centering and only have a traditional radar cruise control system. At this price point, lane centering is a must.
Efficiency is not the Eletre’s strong suit either. It has a quoted range of 500 km (311 miles), and while that’s certainly achievable when cruising, that figure drops nearer to 400-450 km (248-280 miles) if you start having some fun. That’s enough for most people, but not that impressive when you consider that the Lotus carries a big, 112 kWh pack.
Our tester also had some extremely overactive matrix LED headlights. Ordinarily, headlights like these intelligently blank out segments when the high beams are switched on to avoid blinding oncoming traffic. However, the lights of the Eletre are almost continuously cutting lighting segments in and out. It seems as though the system gets confused with the reflectors of other cars, and even brightly-lit street signs, mistaking them for other cars’ headlights.
While cruising down one residential street with dozens of parked cars, the Eletre’s lights were flashing as if they were used in a disco. For an EV that costs this much, an issue as obvious as this should have been fixed before Lotus even commenced production.
Verdict
While those who’ve never driven the Eletre will likely continue to voice their opposition to a big, heavy, electric SUV with a Lotus badge for quite some time, the fact remains that the car itself is superb. It has bold and futuristic looks that turn heads and a plush and luxurious interior that’s unlike anything else on the market.
Throw in great driving dynamics, and you get a vehicle that ticks plenty of boxes and stands out in the crowded premium SUV market. And for buyers who want to avoid the obvious choices from Porsche or Lamborghini, that may be reason enough to give it a second look.
Approximately 174,000 new charging points are needed annually to keep up with EV sales.
Biden’s administration allocated $5B over five years to expand EV charging infrastructure.
US charger installations dropped 21 percent during the first quarter of 2025 alone.
Sales of electric vehicles are on the rise in the United States, but the road ahead for charging infrastructure looks a whole lot bumpier. Despite growing interest in EVs, the pace of building high-speed chargers isn’t just lagging, it’s actively falling behind. Add in looming policy shifts under the Trump administration, and the gap between supply and demand could widen even further.
It’s understood that the number of high-speed EV chargers being installed across the US dropped more than 21% through the first quarter compared to last year. With this in mind, BloombergNEF has cut its expectations for EV installations this year from 360,000 to 285,000 units. The trend doesn’t look promising.
“If we continue in this direction, BNEF’s outlook for annual US charger installations in 2030 could be adjusted downward by 30% or more,” analyst Ash Wang said, pointing to a possible long-term impact if the current pace doesn’t pick up.
Charger Goals Slipping Into Reverse
Shortly after taking office, President Donald Trump suspended federal funding for EV chargers. Those funds were supposed to be distributed to states through the National Electric Vehicle Infrastructure Formula Program, which allocated $5 billion over five years to install chargers in every state across the country. The aim was to jumpstart installation efforts across the country and prepare the grid for rising EV demand. Without it, momentum has started to slow noticeably.
According to the Department of Energy, there are currently just over 208,000 public charging ports in the US. On paper, that sounds like progress. But to match projected EV and PHEV sales growth, roughly 174,000 new charging points need to be added every single year. Falling behind now makes catching up later exponentially harder, not to mention, a lot more expensive too.
Investment Stalls as Support Fades
As reported by Bloomberg, S&P Global believes that by halting government support for charging infrastructure they’ll be less private investments in the sector, leading to plug scarcity and negatively impacting EV owners.
“President Biden’s ridiculous EV initiative promised much but delivered nothing, leaving American taxpayers to cover the cost of crony deals that enriched the Democrats’ base,” White House spokesman Harrison Fields said when recently asked about the slowdown in charging infrastructure. “President Trump was elected to dismantle the Green New Scam, and he is fully committed to doing so.”
Politics aside, the numbers show a troubling mismatch. EVs are being sold, but the support network they need isn’t keeping pace. Unless policy and investment align with that growth, infrastructure could become the weakest link in the EV transition.
All US C-HRs come standard with dual electric motors and can hit 60 mph in 5 seconds.
European versions will also be sold in single-motor 165 hp and 221 hp configurations.
Toyota benchmarked rivals and claims this SUV now belongs in the premium group.
Electric cars aren’t exactly uncharted territory anymore, but that doesn’t mean every automaker has found its footing. After years of dominating the hybrid world, Toyota is finally getting serious about fully electric vehicles. Enter the next-generation C-HR, a compact SUV with a much sharper edge than the one you might remember. It’s not just a redesign – it’s practically a reboot, and yes, it’s fast enough to leave Toyota’s own GR86 sports car in the dust.
After easing into the EV market with the awkwardly named bZ4X, now rebranded simply as bZ, Toyota seems determined to make an impression. In developing the all-electric C-HR, the company says it benchmarked the SUV against both mainstream and premium rivals, and confidently claims it now belongs in the latter camp. A substantial 338 horsepower from dual electric motors certainly strengthens that argument.
While recently speaking with Road & Track, the chief engineer for the Toyota bZ and C-HR, Daisuke Ido, acknowledged that adding power boosts the new model’s appeal.
In an interview with Road & Track, Daisuke Ido, chief engineer for Toyota’s bZ and C-HR programs, made it clear the brand is aiming higher. “During benchmarking, we brought some of the competitors into two groups — the normal, let’s say daily use cars, and the premium cars,” he said. “Now, we are in the premium group. The new numbers are more powerful. More power is more appealing.”
That message is echoed by Chad Moore, marketing manager for the bZ and C-HR lineup, who said Toyota is “positioning it as more sporty and fun to drive” compared to the outgoing model. Additionally, he pointed out that Toyota has made it “much more premium inside and outside, not just with the BEV powertrain and the acceleration.”
Toyota says the 338-hp C-HR can hit 60 mph (96 km/h) in a respectable 5 seconds. In Europe, it’ll also be sold in 165 hp and 221 hp configurations, but these models won’t be available in the United States.
Admittedly, the C-HR is far from an outright performance car, like the Hyundai Ioniq 5 N or Kia EV6 GT. It’s more similar to the (larger) EV6 GT-Line AWD, which delivers 320 hp and can hit 60 mph in around the same 5 seconds. That should be more than enough for most shoppers, and there were times not too long ago when those figures were reserved for high-end sports cars.
The U8 L has an 127.9-inch wheelbase and will be sold exclusively in 2+2+2 configuration.
The luxury SUV uses the standard model’s quad-motor, turbo-four range-extender unit.
All up, the U8 delivers 1,180 hp and 944 lb-ft (1,280 Nm) of torque and can even do tank turns.
There’s no shortage of over-the-top SUVs these days, but the Yangwang U8 manages to stand out in a sea of excess, and not just for its wild features. It recently even caught the attention of California Governor Gavin Newsom, who seemed suitably impressed.
Apparently, though, BYD’s high-end sub-brand decided the original U8 wasn’t quite lavish enough, because now there’s an even longer and more luxurious version named the Yangwang U8 L.
According to new details out of China, the U8 L rides on a massive 3,250 mm (127.9-inch) wheelbase, which is 200 mm (7.8 inches) longer than the base model. This extra length makes room for a custom 2+2+2 seating configuration, bringing a touch of private-jet layout to your daily school run or mountain retreat. Unfortunately, Yangwang hasn’t shared interior photos yet, so we’ll have to imagine how those second-row thrones might look once you slide in.
Longer, Flashier, Shinier
However, some obvious changes have been made to the exterior of the new flagship U8. For starters, the Yangwang badge on the front grille can be finished in 24-karat gold, as can the emblem at the rear. The automaker’s designers have also crafted new 23-inch forged wheels for the U8 L that have floating center caps, just like a Rolls-Royce. These new wheels are wrapped in wider rubber than the standard model.
Around back, Yangwang has cleaned up the design by removing the spare wheel carrier. The result is a sleeker, more upmarket profile that dials down the rugged SUV cues and turns up the executive limo vibe.
Same Power, Same Party Tricks
Underneath, the U8 L doesn’t mess with the formula. China’s Autohome reports that the U8 L shares the same drivetrain as the standard U8: four electric motors, a 2.0-liter turbocharged range-extender, and a 49.05 kWh battery pack. The numbers are hefty at 1,180 hp (880 kW) and 944 lb-ft (1,280 Nm) of torque, and the party tricks remain intact. That includes the ability to float in water and execute tank turns, thanks to each wheel getting its own motor.
Yangwang provided the world a glimpse at the U8 L at the recent Shanghai Auto Show, with production scheduled to kick off later this year. Prices could start at around 1.5 million yuan, or the equivalent of around $205,000 at current exchange rates. That’s a lot for a Chinese-built SUV, but it’s a relative bargain compared to a Rolls-Royce Cullinan that starts at over $400,000 in America.
That’s no small sum for Chinese-built SUV, but compared to a Rolls-Royce Cullinan, which starts at over $400,000 in the U.S., it almost feels like a deal, especially if your idea of a bargain includes gold trim and amphibious capabilities.
Last year, CATL received more government subsidies than any other company.
Other brands receiving significant subsidies include BYD, SAIC, and GWM.
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.
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.
Average EV discounts in China climbed to 16.8 percent last month, continuing upward trend.
Only BYD, Li Auto, and Seres are currently profitable among China’s many EV makers.
Expanding exports has become a key strategy for Chinese EV brands seeking higher margins.
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.
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 Postreport, 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.
The kit includes a military-inspired matte green wrap and black steel wheels.
iCar sells single and dual-motor versions of the V23 with up to 211 hp.
A special front grille, black bumpers, and a hood-mounted spotlight are featured.
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.
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 will initially set up geofencing for its robotaxis operating in Texas.
The fleet could start with as few as 10 cars using Unsupervised Full-Self Driving.
Elon Musk believes Tesla can be a serious competitor to Waymo.
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.
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.”
The new Fiat Fastback will combine elements from the old Tipo, Egea, and the Fastback.
A bigger GigaPanda SUV could arrive with 44 kWh and 54 kWh battery pack options.
Both upcoming models are expected to offer combustion and hybrid powertrain choices.
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.
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.
Tesla’s boss also wants to increase his stake in the electric automaker to 25%.
Musk aims to gain enough control of the brand to prevent being easily ousted.
Some company board members reportedly began searching for a new CEO.
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.
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.”
The new Xpeng P7 will feature Lamborghini-inspired scissor doors, adding flair to the sedan.
The ‘peng-wing’ doors in China are expected to be available only on the flagship version.
Xpeng’s P7 prototype lacks a visible LiDAR system, suggesting a shift to vision-based tech.
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 Autohomeshow 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.
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.
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